The V.K.I.F.S. high speed axial compressor test facility R-2

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KARMAN INSTITUTE

FOR FLUID DYNAMICS

TECHNICAL MEMORANDUM 17

THE V.K.I.F.D. HIGH SPEED AXIAL COMPRESSOR

TEST FACILITY R-2 by J. Chauvin F. Breugelmans M. Thiry RHODE-SAINT-GENESE, BELGIUM JANUARY

1964

TECHNICAL MEMORANDUM 17

THE V.K.I .F.D. HIGH SPEED AXIAL COMPRESSOR TEST FACILITY R-2 by J • Chauvin F .Breuge 1man s M.Thiry JANUARY

1964

I. 11 ~ 111. IV. V. VI. Li st of fi gures Acknowledgment s INTRODUCTION

LAYOUT OF THE TEST FACILITY

TEST SECTIONS

AUXILIARY CIRCUITS

- water circuits

- oil circuits

- electrical circuits

FREON REGENERATING SYSTEM

INSTRUMENTATION 1 2

4

5

6

8

1. Fast response temperatrue measurement system

2. Pressure measuring system

3. Torquemeter

4.

R.P.M. Counters

5.

Remote controlled carrlages

6.

Schlieren system

7

.

Test section instrumentation

8.

Permanent probes

VII. CONTROL PANELS

1 . Rotor control panel

2. Instrument control panel

REFERENCES

14

14

15

16

N.B. More detail on the auxiliary circuits and on the instru-mentation are be found in ref.2 together with some handling

fi g. 1 fig. 2 fi g. 3 fi g.

4

fig. 5 fi g.

6

fig. 7 fi g. 8 fi g. 9 fi g. 1 0 fig.l l fig.12 fi g. 13 fi g 014

Layout of the facility

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_"

"

"

"

Test sections I and 11

Typical set up for test section 11 Water and oil circuits

Electrical circuit for drive motor Freon regenerative system

"

"

"

"

Control console Instrument panels

"

"

Fast response pressure measurement system (part) Rotor control panels

ONERA-type carriage and control panel Schlieren system layout

The installation of the high speed compressor test facility R-2 at T.C.E.A. was sponsored jointly by the U.S. Government, through the Mutual Weapon Development Program, and by the Belgian Government, through its Ministry of Communica-tions .

The complete test facility circuit, some of the aUX1-liary circuits and part of the instrumentation were made

available to T.C .E.A. by t he National Advisory Commitee for Aeronautics (now NASA).

The construction of the Freon regenerating circuit, of a test section and of some of the instrumentation was realised with the financial help of the United States Air Force under grant AF-EOAR

63-84,

through its European Office of Aerospace Research .

The assistance of those Governments and organisations 1S gratefully acknowledged.

The T.e.E.A. R-2 high speed compressor test facility briefly described in ref. (l) has been recently completely refitted and equipped with a comprehensive instrumentation system.

This facility is designed to obtain fundamental infor-mation on axial flow compressors in the subsonic, transsonic and supersonic range of relative inlet velocities. The tests 1n the supersonic range are possible only when using Freon or a

similar gas as test medium. Provision is made for the testing of single rotors and of complete stages (inlet guide vanes, rotor, stator) •

It consists of a closed, air-tight loop, which can be operated at various pressures (normally sub-atmospheric) and with gasses other than air, providing an extended range of independent Mach and Reynolds number, limited only by the power of the drive motor.

This drive motor is a D.C. motor of 250 HP, of the dynamometer type . It is fed by an MG set, and its maximum R.P.M. is 3.000. A step-up gear gives a rotor r.p.m. up to 16.200.

A freon regenerating circuit lS coupled with this facility, allowing continuous operation with a mixture of Freon and air, with a maximum of 95

%

Freon in weight.

Th e rot 0 r tip di am e ter i s 16 " di am e ter e i t her 1 2 " ( 0 , 3 0 5 m) 0 r 1 3 • 6 " ax i a l l e n gt h isO, 1 08 m •

•

(0,386m) and the hub (0,344 m). Maximum rotor

With those characteristics, the max~mum tip Mach number is approximately 1 in air and 1,7 in Freon, with

stagnation pressures respectively of 0 .7 and 0.3 ata, assuming a maximum axial Mach number of 0 0

8.

The stagnation temperature at rotor inlet ~s auto-matically maintained constant, at atmospheric conditions

and the back pressure and mass flow can be controlled through a remote controlled throttling valve .

The facility is completely operated from a control

console which also h::mses the instrumentation controls and is

10-cated in a sound-proof cabino

The instrumentation includes fast response temperatu-re measutemperatu-rements,ptemperatu-ressutemperatu-res measutemperatu-rement either using a fast response instrument-galvanometer combination or classical manometers, a Schlieren system, a torquemeter and a r op.m. measuring systemo

Provision is made for use of hot-wires and semi-conductors pressure piek-ups to evaluate t he flow characte-r istics within and behind the rotor passages.

11. LAYOUT OF THE FACILITY.

views ln plan and elevation of the R-2 test

f acility are shown in figola and lb. The rotor to be tested (1) is driven, through a step-up gear (3) (ratio

5.4

to 1) by a D.Co motor (2) . A variabIe voltage is supplied by an M.Go set working on 6.000 volts A.C. and using two generators

~n parallel. The max~mum continuous power ~s 250 HPo

The circuit ~s made of steel and is sealed; .it has

a total volume of about

6

m3 and can be evacuated by a

pr~mary vacuum pump (VPI) down to 0.1 ata in about 15 minutes o

A secundary vacuum pump (VP2) is used in the Freon regene-rating circuit and can bring the pressure down to 0.01 ata. The pressure can be maintained at a constant and adjustable

value by a controlled leak ., using a hand driven valve (11)

when testing with air and with a throttling valve (23)also hand driven for the Freon tests (see V for thus"item). One

pump is maintained ~n operation while the facility is running.

The pressure level ~n the tunnel can be rapidly raised to

atmospheric by means of valve (12).

The gas circuit ~s the following~ From the

cylin-drical settling chamber

(4)

the gas flows radially. through

a wire-mesh screen into an entrance strecht (5) discharging

~n an axial direction. Then follows the test section

(6)

where

Inlet Guide Vane.rotor & stator can be installed. The test

section is followed by a conical, fixed diffuser

(7).

Straightening vanes

(8)

are provided. An u-shaped elbow ~s

followed by a combined drum-butterfly valve (9) used to control the back pressure of the test stand. The vacuum pumps are

connected just ahead of this valve. Immediately af ter the valve. there is a cooler (10) made of two water radiators (Mustang-type) Cooler outlet is connected to the settling chamber axi ally.

The whole circuit and the drive motor are rigidely

mounted on a concrete bloc. insulated from-the rest of the

The control cabin, containing the control console l.S located in an adjoining room. A "thermopane" window above the console gives a view of the test section region.

111. TES'T SECTIONS.

Two test sections (fig.3a and fig .3b) are available having the same rotor tip diameter (16") and respectively 12" hub diameter (section I) and 13.6" (section 11) .

For both test sections. provl.sl.on l.S made for

installing Inlet Guide Vanes, Rotor and Stator. Intermediate hub rings aft of the rotor position allow to vary the rotor axial chord (up to 85 mm for test section 11 and to 108 mm for test section I). The Rotor is fixed by three screws at the end of a shaft (S) which is supported on two bearings.

Fig.

4

shows a typical rotbr testing set-up for test sectionII. The two test sections are equipped with wall

pressures tappings. instruments ports and optical glass windows. Those are detailed in the instrumentation section below.

IVo AUXILIARY CIRCUITS.

The water and ~il auxiliary circuits are shown l.n fig.5.

~ale~ ~i~cuits : gas cooling, oil cooling and sealing

directly from the town distribution, ln open circuit.

The water flow for both the oil and the gas cooler lS controlled by electrically driven valves automatically,

actuated by temperature sensors. The water pressure in the air cooler is maintained automatically at 1.5 ata.

The vacuum pump is fed automatically with water

when the pump is started, through a go-not-go magnetic valve.

Oil circuits Pressurised oil circuits are realised

-for the lubrication of the rotor bearings (13) and of the step-up gear

(3)

.

The oil is stored

pumped into the rotor and gear box

.

.

ln a reserVOlr

(14)

and circuits by the pump (15).

It passes, then through filters (16) before reaching the

bearings, from where i t is extracted through extractors (17) and send in the cooler (18). The temperature is automatically limited to 20°C and the pressure are 5 ata for the gear box circuit and 3 ata for the rotor circuit. Pressure regulation is manual (valve 19)., but i f there is a drop ln pressure, warning lights are actuated by pressostats.

As the facility can be operated at sub-atmospheric pressures, a carbon oil seal lS used at the rotor shaft bearing nearer to the test section.

Electrical circuits Details on the electrical

--

-circuits for the speed control, all the auxiliary systems and the instrumentation are given in r.ef. 2.

The description will be limited here to the

be used to supp1y the R-2 test facility or any other facility of the turbomachine laboratory (ref.l) with DoC. current.

Another M.G. set of lower power is available, so that at least another facility can be used when R-2 is running.

The M.G. set consists of a 325 HP - 6000 volt AC motor driving two 150 HP generators, coupled in parallel when used to feed R-2. The drive motor has a constant excitation given by the group (20) . Speed variation is obtained by varying the output voltage of the generators through potentiometer

(21), acting on the generator excitation (22) .

V. FREON REGENERATING SYSTEM.

Freon 12 1S used to perform the tests in the

trans-son1C and supersonic ranges of relative ve10cities. The

velocity of sound in Freon 12 is less than half of that of air, under the same conditions. Thus, the same r .p .m. provides a

l i t t l e more than twice the Mach number when Freon 12 is used.

As, for reasons of power limitation, the faci1ity is run most of the time at sub-atmospheric pressure₉ a1r

contamination is unavoidab1e . To keep the properties of the fluid medium constant throughout a run, it is necessary to provide a constant supply of Freon and remove the contamined mixture. To avoid excessive expenses in Freon, a regenerative system has been built . It is represented in fig.7 and fig.8 .

The separation of the a1r from the Freon is made by condensing the latter in a frigorific cycle. The purified Freon is then aga1n vaporised and preheated to room tempe-rature before being injected again into the test rig circuit.

The a~r is pumped out o~ the circuit by the vacuum pump VPI (down to 100 mmHg) and VPII (down to 10 mmHg). The circuit is then filled with pure Freon. VPII operates continuously during the test to pump out the contamined Freon. The

mixture is compressed to

6

kg/cm 2 by an oil free piston

compressor, making in ~act a two-stage unit with VPII (Burton).

The mixture is th en precooled to 21°5 C in an industrial

type of counter-current heat exchange, using water for cooling, passes through an oil filter and a cartridge-type dryer, using zeolite. A counter-current brass condenser ~s

then used, with vaporised Freon as cooling agent .

The purefied Freon is accumulated ln the liquid

Freon tank (LFT) at a pressure of

6

kg and a temperature of

21°5 Co It is then expanded to atmospheric pressure

through a frigorific valve (FV) into the cooling circuit of the condensor. A very cold spot (-27°C) exists at the top

o~ the condenser where only air rema~ns at the gaseous

state and is evacuated through an air bleed valve (ABV).

The Freon gas, used as coolant ln the condenser is

then stored in a gas tank, af ter being pre-heated into an

industrial counter-current heat exchanger, using hot water

coming from the precooler as heat supply. From the gas tank,

the Freon is again injected into the tunnel circuit, through

a pressure regulating valve (23). A freon bottIe can be

branched to the recuperating circuit , a~ter the LoF.To to

make up for the small Fieon loss s t i l l remainingo

A by-pass circuit (dotted line) ~s used to recupera-te the Freon remaining in the test circuit af ter the test .

the condensation.

The Freon recuperating circuit has been calculated

for a leak of 1,5 kg of air per hour, corresponding to a

circulation of 32 kg of Freon/ho and ean maintain a purity of

95%

Freon in weight in the test circuit. An industrial Freon

analyser (gas-Master) is used to control the Freon mixture. All valves are now manual, but the installation of remote eontrolled valve and automation of the whole system is fore seen.

Vlo INSTRUMENTATION o

Instrumentation includes a fast response tempera-ture measurement system, a system of pressure transducers

with rotary valves, a bank of mercury manometers, a direction

finder, a torquemeter, r .p.m. counters, remote controlled

carriages for test section traversing and a Schlieren system.

The test sections casingscan rotate and are equipped

with various instruments ports o Pressure and temperature

sensors are instalIed permanently in the settling chamber

and in the diffuser region, according to the preseriptions

of reference

5

.

The temperature probes to be used with this system are copper-constantan thermocouples. The system consists of a switchboard, a selection board, a sensitivity control

A total of

56

temperatures can be measured, with reference to a cold junction, 24 of these can be put ln

opposi~ion with

6

thermocouples located in the settling cham-ber.

5

different sensitivities can be set simultaneously.

Full particulars are given in ref.2.

The system lS used now for measurements both ln the tunnel circuit and in the Freon regenerating circuit.

Temperature readings are se~ted manually . The

control and reading instruments are located on the instrument panel of the control console.

A fast response pressure measurement system is available consisting of four Statham strain-gauge pressure piek-ups, four rotary valves (Scannivalves) with 12 positions each, a switch board, a sensitivity control and a

galva-nometer. Four different sensitivities can be selected

simultaneously and the response of any pressure piek-up can be fed to the galvanometer through any of the four sensiti-vities. The selection is done manually on the switch board

(which is of the manual telephone type) before the test (figlO). The selection of the pressure reading on the galva-nometer is remote controlled by a push-button preselector system (automatic or step-by-step setting) .

Pressures piek-ups, scanning-valves md switch board are located near the test sections (fig.ll) . All controls and reading are grouped on the instrument panel of the control

pan el (f i g .11) •

The pick-ups can be easily changed and can be used with reference to atmosphere or to any pressure in the tunnel or in a reference-pressure box.

Full particulars are given 1n ref.2.

A bank of SlX mercury micro-manometers with a

preC1-S10n of reading of 001 mm Hg is instalIed in the control

cabin and used to read the pres~ures which have to be

maintained constant during a run (reference pressures).

A zero reading system, consisting of a strain-gauge balance pressure pick-up, manufactured at TeC.E.A., four magnetic valves, a sensitivity control and a galvanometer is used in connection with the three probes measuring the local flow direction in the test section (see below).

The pressure pick-up and the valves are located near the test section and the pressures read are selected by remote

contro], the desired sensitivity being also selected

auto-matically.All controls and readings are grouped on the

instru~~nt panel (fig.la) 0

The drive motor is mounted on swings and the

torque is counterbalanced by a pneumatic device (Hagan

thrust measuring device). The counterbalancing pressure lS

read on an ordinary mercury manometer· and calibrated in

Two R.P.M. counters are available. One lS used

for rough setting and consists of a tachometer-generator, driven by the 250 HP motor and a voltmeter. The other one,

which is used for accurate measurements is made of a photo transistor cell (M.B.L.E. OC810) getting light impulsesfrom a lamp through a slotted disk fixed on the motor shaft. The resulting electric impulses are recorded on a 3-digits impulse counter (Beekman) Fig.12) .

Three remote controlled carr1ages of the ONERA-type are available, providing a radial translation motion and a rotation around a radial axis. Position settings are read by a zero methode (Wheatstone bridge using precision resistances and ammeter). positioning accuracy is 0.1 mm in translation and 0.10 _{1n rotation (Fig.13 and ref.2).}

Automatic pre-selection of the radial displacement is possible.

A Schlieren system lS available for flow

visualiza-tion. It uses a polished surface on the rotor or hub casing as reflector. The light souree is a high pressure mercury lamp providing a continuous stabilised light.

A high intensity and short duration spark system

l S under development, for the photographic recordings.

lens~he di~ragm fixed on the same support as the electrodes for spark generation, the knife-edge or filter and the para-bolic mirror used.

A plane mirror, two prisms complete the dircuit .

and a cylindrical lens

The plane m~rror was needed to adapt the system to the available room. The prisms deflect the light rays from the diaphragm to the mirrors and on the return way to the

screen. The tunnel window is made of Perspex and has lnner -and outside diam. concentric with the rotor. The cylindrical lens ~lso made of Perspex) mounted on the outside of the test chamber compensates for the window influence is such a way that the light is parallel outside and radial inside the test chamber.

Fig.14 shows the optical trajeetory followed by the emitted and the reflected light.

Note that the rotor is polished and that part of

the cylindrical hub casing, downstream of the rotor, is plated with chromium to get a better reflection o

The two tests sections caslng are equipped with instruments ports upstream of I.G.V., rotor and stator

positions and downstream of stator position and with an optical window, as indicated in fig 03a and b .

For both test sections, the cas1ng can be rotated

for circumferential exploration o The cas1ng is driven by a

24v DoCo motor through a worm driveo positioning is indicated

by a selsyn systemo Control and readings are grouped on the

rotor control panel (fig o12) 0

On the cas1ng of test section I, an additional

C1rcum-ferential displacement system can be installed at the stator

outlet plane for the cases where the stator blades are fixed

on the rotating casingo The maximum angular displacement 1S

36° and the position is indicated by an impulse countero The

system is electrically driven and remote controlledo It is

not a permanent installation o

On the cas1ng of test section 11, one of the

instruments ports at the rotor outlet is such that the dis-tance between rotor and probe can be varied from 10,3 mm to

94 mm by using inserts o

All instruments ports for both test sections and

the circumferential displacement system of test section I can accomodate the ONERA-type carriages and rece1ve the total temperature shielded rakes, Kiel tubes rakes and combined NACA-type probes (static, total pressures, plus tangential direction finder) which are standaruequipment in rotor testing

and are available at TCEA (ref04 and 5) 0

Wall pressure tappings are disposed on t'he hub and

Settling 6hamber - Six shielded thermocouples and

4

total pressure probes are installed in the settling chamber near the entrance of the test section, and downstream of the

w~re mesh (fig.l).

Outlet section - At the entrance of the diffuser section, aft of the test section, four rakes of

6

Kiel-tubes, spaeed circumferentially of about 90° are available.10cm down-stream fourrakes of

6

shielded thermocouples similarly spaeed are also permanent.:W installed (fig.3).

Wall pressure tappings are also available on the hub and casing of the diffuser section.

VII. CONTROL PANELS.

The control for both rotor and instrumentation are grouped in a console, contained in a sound proof cabin.

Rotor controls are grouped on the right hand side of the con sole (fi g. 12) 0

They include, on the vertical panel, a voltmeter and an ammeter(drive motor). the rough and fine ropom. indicators, the throtling valve position indicator, and a temperature

indicator and switch, giving the temperatures of the bearings of the gear-box and rotor shaft and in the oil tanko

and position indicator for the valve of the oil cooling

system (which can be actuated automatically or manually) and the control and position indicator for the test section

rotation.

On the horizontal panel, one finds the switches for the electric supply of the console lamps,ofthe mercury manometer lighting,of the galvanometer~ of the driving motors for remote controlled carriages and of the r .p.m. indicator, as weIl as push-button of the throtle valve, ventilator (for the drive motor), vacuum pump VPI, and drive motor. Warning lamps are available for the ventilator, VPI, drive motor and for the pressures in the oil circuit, (extractor and pumps outlet) as weIl as for the reservoir oil temperature.

Instrument panels occupy the center of the console (fig.IO)o On the vertical panel are grouped the controls and indicators for the three ONERA-ty~ carriages, the

galvanome-ter for the fast response pressure measurement system, as weIl as the sensitivity control for the latter.

On the intermediate panel are the selectors and controls for the scanning valves system, the controls of the zero reading system, the zero and sensitivity controls for the galvanometers of the pressure measuring system, and the switch board and selector system for the temperature

measure-ments.

On the horizontal panel are located the position indicators (lamps) for the scanning valves and the control for the step by step rotation of those valves o

REFERENCES

1. - CHAUVIN, Jacques - Turbomachinery Laboratory - TCEA TM9

2. - CHAUVIN, J., BREUGELMANS, Fo, and THIRY, M.

Appendixes to TM17_Description of TCEA R-2

high speed compressor faci1ity - TCEA IN5

3. - BREUGELMANS, Frans - A Freon regenerating system for

the R2 compressor test faci1ity at TCEA -TCEA IN2, Ju1y 1963.

4. - BREUGELMANS, Frans - Description and ca1ibration of the

pressure and temperature probes for the

R-2 rotor test rig - TCEA IN6 (in preparation)

5. - DIMMOCK, N.A. - A compressor routine test code - NGTE

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THE V.K.I.F.D. HIGH SPEED AXIAL COMPRESSOR TEST FACILITY

R-2. ~ J. Chauvin, F. Breugelmans, and M. Thiry.

This facility is desi~ed to obtain fundamental

informa-tion on axial flow compressors in the sUbsonic, transonic

and supersonic range of relative inlet velocities. The

tests in the supersonic range are possible only when using Freon or a similar gas as test medium. Provision is

made for the test~ng qf single rotors and of complete stages (inlet guide vanes. rotor, stator).

v.K.I. TM 11

von Karman Institute for Fluid Dynamics, January

1964.

THE V.K.I.F.D. HIGH SPEED AXIAL COMPRESSOR TEST FACILITY

R-2. By J. Chauvin, F. Breuge~ns, and M. Thiry.

This facility is designed to obtain fundament al informa-tion on axial flow compressors in the subsonic, transonic

and supersonic range of relative inlet velocities. The

tests in the supersonic range are p08sible only when using Freon or a similar gas as test medium. Proviaion is

made for the testing of single rotors and of complete

,stages (inlet guide vanes, rotor, stator ) ~

THE V.K.I.F.D. HIGH SPEED AXIAL COMPRESSOR TEST FACILITY

R-2. By J. Chauvin, F. Breugelmans, and M. Thiry.

This facility is designed to obtain fundament al

informa-.tion on axial flow compressors in the sUbsonic, transonic

and supersonic range of relative inlet velocities. The

tests in the supersonic range are possible only when

usin~ Freon or a similar gas as test medium. Provision is

made for the testing of single rotors and of complete

stages (inlet guide vanes, rotor, stator).

v. K. I. TM 17

von Karman Institute for Fluid Dynamics, January

1964.

THE V.K.I.F.D. HIGH SPEED AXIAL COMPRESSOR TEST FACILITY

R-2. By J. Chauvin, F. Breugelmans, and M. Thiry.

ThÏ8 facility is designed to obtain fundament al

informa-tion on axial flow compressors in the subsonic; transonic

and 6upersonic range of relative inlet velocities. The

tests in the supersonic range are possible only when using Freon or a similar gas as test medium. Provision is

made for the testing of single rotors and of complete