Opposed-piston, two-stroke engines reveal degrees of freedom that make them excellent candidates for next generation, highly efficient internal combustion engines for hybrid electric vehicles and power systems. This article reports simulation results that explore the influence of key control and geometrical parameters, specifically crankshaft phasing and intake and exhaust port height-to-stroke ratios, in obtaining best thermal efficiency. A model of a 0.75 L, single-cylinder opposed-piston two-stroke engine is exercised to predict fuel consumption as engine speed, load, crankshaft phasing, intake and exhaust port height-to-stroke ratios, and stoichiometry are varied for medium-duty truck and range extender applications. Under stoichiometric operation, optimal crankshaft phasing is seen at 0–5°, lower than reported in the literature. If stoichiometric operation is not mandated, best fuel consumption is achieved at an air-to-fuel equivalence ratio λ = 1.25 and 5–10° crankshaft phase angle, enabling a ~10 g/kWh (~4%) improvement in average brake-specific fuel consumption across medium-duty truck operating points. In range extender form, the engine provides 30 kW output power in accordance with a survey of range extender engines. In this role, there is a clear distinction between low-speed, high-load operation and vice versa. The decision as to which is more appropriate would be based on minimizing total owning and operating cost, itself a trade-off between better thermal efficiency (and thus lower fuel cost) and greater durability.

This paper presents a numerical study of the effect of rotor mounted bolts on the windage within a rotor-stator cavity representative of modern gas turbine engine design. The CFD computations are performed using the commercial code FLUENT. The simulation methodology is first validated using experimental data from plain co-rotating disc and rotor-stator cavities from the open literature. Comparisons are then made with experimental data obtained from the bolt windage test rig at the Thermo Fluid Mechanics Research Centre (TFMRC), University of Sussex. Computations were performed at Reφ = 6.8 x 10, Cw = 5929 (λT = 0.35) with different numbers of bolts (0 < N < 60), and also a continuous ring, at r/b = 0.9. The study has improved the current understanding of the effect that rotor mounted protruding features have on windage in rotor-stator systems. It is seen that the contribution of skin friction to the moment coefficient reduces as the number of bolts is increased. The size and shape of the wake created by a rotating bolt also means that the pressure loss per bolt reduces with N but the overall effect is to increase the moment coefficient because there are more bolts. NOMENCLATURE a, b Inner and outer radius of the disc, respectively D Bolt diameter (measured across-flats) G = s/b Gap ratio M Moment m! Mass flow rate N Number of bolts p Pressure rs Radius of the shaft r, z Radial and axial coordinates rp Radius of the protrusions s Axial gap between discs sc Seal clearance U Mean radial velocity Vr, Vφ Radial and tangential velocities in a stationary coordinate system. β = Vφ /ωr Core rotation factor β* Value of β when Cw = 0 μ Dynamic viscosity ρ Density ω Angular velocity Fluid Dimensionless Groups 5 2 m b 2 1 M C ρω = Moment coefficient b m Cw μ = ! Flow Reynolds number μ ω ρ = φ 2 b Re Rotational Reynolds number

This paper presents a parametric Finite Element model of road bicycle frames using beam elements with varying tube profiles. A range of existing frame geometries were subject to various in plane and out of plane loading conditions to examine the influence of tube profiles (as published by the Reynolds, Columbus and Tange manufacturers) on the lateral stiffness and vertical compliance of the frames. This was an extension of previous work which characterised the influence of overall frame geometries (tube lengths and angles) on the stiffness characteristics of frames. For a subset range of frame sizes (with seat tube lengths varying from 490-630mm), parameters were used to define dimensions for circular tube profile shapes, varying wall thicknesses associated with butted tubes. In this paper only steel tubing was considered in order to isolate and focus in detail on the influence of the tube profile geometries on the stiffness characteristics of the frames for a single material. Further work is required to validate this model using a frame stiffness jig and to characterise the influence of material choice on the stiffness and strength characteristics for steel, aluminium and titanium frames using commercially available tubesets and their published stiffness and strength values.

This paper summarizes the work of a five year research program into the heat transfer within cavities adjacent to the main annulus of a gas turbine. The work has been a collaboration between several gas turbine manufacturers, also involving a number of universities working together. The principal objective of the study has been to develop and validate computer modeling methods of the cooling flow distribution and heat transfer management, in the environs of multistage turbine disk rims and blade fixings, with a view to maintaining component and subsystem integrity, while achieving optimum engine performance and minimizing emissions. A fully coupled analysis capability has been developed using combinations of commercially available and in-house computational fluid dynamics (CFD) and finite element (FE) thermomechanical modeling codes. The main objective of the methodology is to help decide on optimum cooling configurations for disk temperature, stress, and life considerations. The new capability also gives us an effective means of validating the method by direct use of disk temperature measurements, where otherwise, additional and difficult to obtain parameters, such as reliable heat flux measurements, would be considered necessary for validation of the use of CFD for convective heat transfer. A two-stage turbine test rig has been developed and improved to provide good quality thermal boundary condition data with which to validate the analysis methods. A cooling flow optimization study has also been performed to support a redesign of the turbine stator well cavity to maximize the effectiveness of cooling air supplied to the disk rim region. The benefits of this design change have also been demonstrated on the rig. A brief description of the test rig facility will be provided together with some insights into the successful completion of the test program. Comparisons will be provided of disk rim cooling performance for a range of cooling flows and geometry configurations. The new elements of this work are the presentation of additional test data and validation of the automatically coupled analysis method applied to a partially cooled stator well cavity (i.e., including some local gas ingestion) and also the extension of the cavity cooling design optimization study to other new geometries.

Optimisation of cooling systems within gas turbine engines is of great interest to engine manufacturers seeking gains in performance, efficiency and component life. The effectiveness of coolant delivery is governed by complex flows within the stator wells and the interaction of main annulus and cooling air in the vicinity of the rim seals. This paper reports the development of a test facility which allows the interaction of cooling air and main gas paths to be measured at conditions representative of those found in modern gas turbine engines. The test facility features a two stage turbine with an overall pressure ratio of approximately 2.6:1. Hot air is supplied to the main annulus using a Rolls-Royce Dart compressor driven by an aero-derivative engine plant. Cooling air can be delivered to the stator wells at multiple locations and at a range of flow rates which cover bulk ingestion through to bulk egress. The facility has been designed with adaptable geometry to enable rapid changes of cooling air path configuration. The coolant delivery system allows swift and accurate changes to the flow settings such that thermal transients may be performed. Particular attention has been focused on obtaining high accuracy data, using a radio telemetry system, as well as thorough through-calibration practices. Temperature measurements can now be made on both rotating and stationary discs with a long term uncertainty in the region of 0.3 K. A gas concentration measurement system has also been developed to obtain direct measurement of re-ingestion and rim seal exchange flows. High resolution displacement sensors have been installed in order to measure hot running geometry. This paper documents the commissioning of a test facility which is unique in terms of rapid configuration changes, non-dimensional engine matching and the instrumentation density and resolution. Example data for each of the measurement systems is presented. This includes the effect of coolant flow rate on the metal temperatures within the upstream cavity of the turbine stator well, the axial displacement of the rotor assembly during a commissioning test, and the effect of coolant flow rate on mixing in the downstream cavity of the stator well.

The torque associated with overcoming the losses on a rotating disc is of particular importance to the designers of gas turbine engines. Not only does this represent a reduction in useful work, but it also gives rise to unwanted heating of metal surfaces and the adjacent fluid. This article presents a numerical study on the effect of rotor-mounted bolts on the moment coefficient and velocity distributions within a rotor–stator cavity under conditions representative of modern gas turbine engine design. Steady-state, two-dimensional and three-dimensional, computational fluid dynamics simulations are obtained using the FLUENT commercial code with a standard k–ɛ turbulence model. The model is validated against experimental data and then used to investigate the effects of varying the number of bolts and also a continuous ring. Two test cases are investigated: one corresponds to where the flow structure is dominated by the superimposed flow ( λT = 0.35); and the other, where rotation is expected to govern the flow structure ( λT = 0.35). The principal flow phenomena in the vicinity of the bolts were described using the simulation results. Increasing the number of bolts will decrease the relative total pressure difference around bolts and increase the tangential velocity of the core of fluid between the rotor and stator. It was also found out that the free-stream Reynolds number of the flow approaching the bolts decreases and angle of attack increases with increasing number of bolts. As a consequence, the bolts’ wake character changes leading to a situation where the wake of one bolt is not fully collapsed in advance of the following bolt. The occurrence of Taylor columns were also investigated in the rotor–stator system with rotor-mounted bolts. It was found that while increasing the number of bolts can decrease the Rossby number to produce an intermediate rotation in the system, the Taylor columns will not be produced even for 60 bolts under the both flow conditions. The contribution of skin friction to the overall moment coefficient reduces as the number of bolts increases and the pressure-related losses increase. Increasing the number of bolts will decrease the moment produced by each individual bolt. However, since there are more bolts in the system the total moment of all bolts will increase by increasing their number. There also appears to be a point where increasing the number of bolts does not bring about an increase in the overall moment coefficient. It is also interesting to report that the moment coefficient associated with a continuous ring is similar to that for a plain disc.

This paper reports an experimental investigation of the windage associated with enclosed rotor-stator systems with superposed throughflow, as commonly found in gas turbine engines. The term windage is often used to describe the viscous heating that arises from the interaction of surfaces and fluids in rotating disc systems. Since the presence of circumferentially discreet geometric features strongly alters the magnitude of Windage measured, the physical mechanisms collectively referred to as windage in this paper are separately described as part of the discussion of results. Tests have been carried out to measure windage directly in the form of shaft torque and also rotor surface temperature. Non-dimensional flow parameters are used to expand the relevance of the data obtained, which encompasses the ranges 0.17 × 107 ≤ Reφ ≤ 1.68 × 107 and 0.24 × 105 ≤ Cw ≤ 1.06 × 105 which corresponds to 0.058 ≤ λT ≤ 0.631. Data has been obtained for smooth disc geometry and also with rotor mounted protrusions of N = 3, 9 and 18; D = 10 mm, 13 mm and 16 mm diameter; H = 11 mm, high, hexagonal bolt shaped protrusions. Bi-hexagonal (twelve sided) bolts of D = 13 mm effective diameter, and height, H = 11 mm, were also tested with conditions closely matched to the 13 mm hexagonal bolts. Finally, tests with 10 mm diameter, 6 mm deep, pockets were also carried out. Over the range of conditions and geometries tested, increasing the number of bolts increases the moment coefficient and windage heating. At low values of turbulent flow parameter, λT, which correspond to rotational speeds between 8000 and 10000 rev/min, increasing the diameter of the bolts shows a clear trend for both increased windage torque and average disc temperature rise. For these conditions, there also appears to be a clear reduction in windage and temperature rise with the bi-hexagonal shaped bolts compared to the equivalent diameter hexagonal bolt form. Variation in the moment coefficient with the number and diameter of bolts is attributed to variations in form drag between the different configurations. The introduction of the recesses onto the disc has very little effect on either windage heating or moment coefficient; this is attributed to the component of windage mechanism in operation and also the relatively small size in comparison to the protrusions studied here. This work contributes to the understanding of windage in gas turbines by introducing new low uncertainty data obtained at engine representative conditions and as such is of benefit to those involved with the design of internal air systems and disc fixtures.

A coupled method for solid/fluid steady heat transfer calculations is presented. The results of the fully coupled and uncoupled simulations are compared with the experimental data obtained for the front and rear stator well of a turbine. Several cooling mass flow rates have been considered. The uncoupled methodology is described as well and the accuracy of the results for both approaches is discussed. It is concluded that even if the uncoupled approach it is conducted carefully, the coupled method is more accurate since it removes some hypotheses inherent to the uncoupled approach.

Reliable means of predicting ingestion in cavities adjacent to the main gas path are increasingly being sought by engineers involved in the design of gas turbines. In this paper, analysis is to be presented that results from an extended research programme, MAGPI, sponsored by the EU and several leading gas turbine manufactures and universities. Extensive use is made of CFD modelling techniques to understand the aerodynamic behaviour of a turbine stator well cavity, focusing on the interaction of cooling air supply with the main annulus gas. The objective of the study has been to benchmark a number of CFD codes and numerical techniques covering RANS and URANS calculations with different turbulence models in order to assess the suitability of the standard settings used in the industry for calculating the mechanics of the flow travelling between cavities in a turbine through the main gas path. The modelling methods employed have been compared making use of experimental data gathered from a dedicated two-stage turbine rig, running at engine representative conditions. Extensive measurements are available for a range of flow conditions and alternative cooling arrangements. The limitations of the numerical methods in calculating the interaction of the cooling flow egress and the main stream gas, and subsequent ingestion into downstream cavities in the engine (i.e. re-ingestion), have been exposed. This has been done without losing sight of the validation of the CFD for its use for predicting heat transfer, which was the main objective of the partners of the MAGPI Work-Package 1 consortium.

The effect of cooling flow and its interaction with the gas path upon the flow and heat transfer within turbine disc cavities has been investigated within the five-year European Union funded research project MAGPI. This paper describes a part of the conjugate CFD analyses and validation work performed by Siemens within this research project. Validation is based upon measurement data from a dedicated two-stage axial turbine rig at the University of Sussex. A conjugate CFD model of the turbine was produced including the gas path and all disc cavities using the commercial CFD solver ANSYS CFX 12.1. The SST k-ω turbulence model has been used for much of the work. Comparisons are made to the k-ε model and the more complex Reynolds Stress models. Transient and steady-state solutions are also compared and the predictions are compared to the data from the test rig. Good agreement between predicted and measured air temperatures and pressures in the turbine cavities and stator well are found for the most part, even on quite coarse meshes. Metal temperatures compare well in many places with a prediction of the absolute temperature to within a small error. There are however some regions on the first stage rotor where a reasonable difference between predicted and measured metal temperatures is consistently observed regardless of turbulence model, simulation type (steady-state or transient), and mesh density.

Reliable means of predicting heat transfer in cavities adjacent to the main gas path are increasingly being sought by engineers involved in the design of gas turbines. In this paper an up-dated analysis of the interim results from an extended research programme, MAGPI, sponsored by the EU and several leading gas turbine manufactures and universities, will be presented. Extensive use is made of CFD and FE modelling techniques to understand the thermo-mechanical behaviour and convective heat transfer of a turbine stator well cavity, including the interaction of cooling air supply with the main annulus gas. It is also important to establish the hot running seal clearances for a full understanding of the cooling flow distribution and heat transfer in the cavity. The objective of the study has been to provide a means of optimising the design of such cavities (see Figure 1) for maintaining a safe environment for critical parts, such as disc rims and blade fixings, whilst maximising the turbine efficiency by means of reducing the fuel burn and emissions penalties associated with the secondary airflow system.The modelling methods employed have been validated against data gathered from a dedicated two-stage turbine rig, running at engine representative conditions. Extensive measurements are available for a range of flow conditions and alternative cooling arrangements. The analysis method has been used to inform a design change which will be tested in a second test phase. Data from this test will also be used to further benchmark the analysis method. Comparisons are provided between the predictions and measurements from the original configuration, turbine stator well component temperature survey, including the use of a coupled analysis technique between FE and CFD solutions.

Market competitiveness for aero engine power plant dictates that improvements in engine performance and reliability are guaranteed a priori by manufacturers. The requirement to accurately predict the life of engine components makes exacting demands of the internal air system, which must provide effective cooling over the engine duty cycle with the minimum consumption of compressor section air. Tests have been conducted at the University of Sussex using a turbine test facility which comprises a two stage turbine with an individual stage pressure ratio of 1.7:1. Main annulus air is supplied by an adapted Rolls-Royce Dart compressor at up to 440 K and 4.8 kg s(-1). Cooling flow rates ranging from 0.71 to 1.46 C-w, (ent), a disc entrainment parameter, have been used to allow ingress or egress dominated stator well flow conditions. The mechanical design of the test section allows internal cooling geometry to be rapidly re-configured, allowing the effect of jet momentum and coolant trajectory to be investigated. An important facet to this investigation is the use of CFD to model and analyse the flow structures associated with the cavity conditions tested, as well as to inform the design of cooling path geometry. This paper reports on the effectiveness of stator well coolant flow rate and delivery configurations using experimental data and also CFD analysis to better quantify the effect of stator well flow distribution on component temperatures.

Gas turbine engine performance requires effective and reliable internal cooling over the duty cycle of the engine. Life predictions for rotating components subject to the main gas path temperatures are vital. This demands increased precision in the specification of the internal air system flows which provide turbine stator well cooling and sealing. This in turn requires detailed knowledge of the flow rates through rim seals and interstage labyrinth seals. Knowledge of seal movement and clearances at operating temperatures is of great importance when prescribing these flows. A test facility has been developed at the University of Sussex, incorporating a two stage turbine rated at 400 kW with an individual stage pressure ratio of 1.7:1. The mechanical design of the test facility allows internal cooling geometry to be rapidly reconfigured, while cooling flow rates of between 0.71 CW, ENT and 1.46 CW, ENT, may be set to allow ingress or egress dominated cavity flows. The main annulus and cavity conditions correspond to in cavity rotational Reynolds numbers of 1.71 × 106< Reϕ<1.93 × 106. Displacement sensors have been used to establish hot running seal clearances over a range of stator well flow conditions, allowing realistic flow rates to be calculated. Additionally, gas seeding techniques have been developed, where stator well and main annulus flow interactions are evaluated by measuring changes in gas concentration. Experiments have been performed which allow rim seal and re-ingestion flows to be quantified. It will be shown that this work develops the measurement of stator well cooling flows and provides data suitable for the validation of improved thermo-mechanical and CFD codes, beneficial to the engine design process.

This paper presents a numerical study of the effect of rotor mounted bolts on the windage within a rotor -stator cavity representative of modern gas turbine engine design. The CFD computations are performed using the commercial cod e FLUENT. The simulation methodology is first validat ed using

Reliable means of predicting heat transfer in cavities adjacent to the main gas path are increasingly being sought by engineers involved in the design of gas turbines. In this paper an interim summary of the results of a four-year research programme sponsored by the EU and several leading gas turbine manufactures and universities will be presented. Extensive use is made of CFD and FE modelling techniques to understand the thermo-mechanical behaviour of a turbine stator well cavity, including the interaction of cooling air supply with the main annulus gas (see Figure 1). The objective of the study has been to provide a means of optimising the design of such cavities for maintaining a safe environment for critical parts, such as disc rims and blade fixings, whilst maximising the turbine efficiency, and minimising the fuel burn and emissions penalties associated with the secondary airflow system. The modelling methods employed have been validated against data gathered from a dedicated two-stage turbine rig, running at engine representative conditions. Extensive measurements are available for a range of flow conditions and alternative cooling arrangements. The analysis method has been used to inform a design change which is also to be tested. Comparisons are provided between the predictions and measurements of the turbine stator well component temperature.

This article presents experimental data and an associated correlation for the windage resulting from a disc rotating in air, characteristic of gas turbine engines and relevant to some electrical machine applications. A test rig has been developed that uses an electric motor to drive a smooth bladeless rotor inside an enclosed pressurized housing. The rig has the capability of reaching rotational and throughflow Reynolds numbers representative of a modern gas turbine. A moment coefficient has been used to allow a non-dimensional windage torque parameter to be calculated and an agreement with the relevant data in the literature has been found within 10 per cent. Infrared measurements have been performed that allow direct surface temperatures of the rotating disc to be obtained. Laser Doppler anemometry measurements have been made that allow velocities in the flow field of the rotor—stator cavity to be examined and tangential velocities corresponding to rotationally and radially dominated flow conditions are shown. The importance of the flow regime in relation to the resulting windage has been identified and in particular it is noted that windage is a function not only of the ratio of rotational and radial flow dominance as defined by the turbulence parameter, but also for a given value of the turbulence parameter, the magnitude of the rotationally induced and superimposed flows. The experiments extend the range of data available for windage in rotor—stator systems and have been used to produce a correlation suitable for applications operating up to the range of Reψ=107.

This paper analyses numerical and experimental data gathered from a shrouded rotor-stator wheelspace supplied with a radial outflow of cooling air introduced along its central axis. Computational Fluid Dynamics (CFD) investigations into plain disc, roughened disc, roughened stator and stator protrusions were carried out and the results compared to previously gathered experimental data in order to validate the CFD code and improve confidence in its ability to model the given situations.Comparisons of cooling air flow enthalpy rises, torques required to drive the disc and one-sided moment coefficients for the disc have been made between the experimental and the computational models and agreement was obtained across the range of nondimensional numbers analysed. For the plain disc analyses this agreement was within 2% to 15% and was from 6% to 20% for the static protrusions on the stator. Results for the roughness on the rotor models corresponded closely with the experimental findings of previous authors. It was also confirmed that increasing roughness on the rotor increased moment coefficient and that increasing roughness from hydrodynamically smooth up to a roughness ratio of 1125 (corresponding to a roughness height of 0.2 mm) caused a doubling of torque at all rotational and throughflow Reynolds numbers. The same magnitude of roughness on stator was also found to double the torque experienced by the stationary casing but this only corresponded to a 5% increase in disc moment coefficient.