Plasma enhanced compressor duct

Abstract

A compression system is disclosed, comprising a first compressor having a first flowpath, a second compressor having a second flowpath located axially aft from the first compressor, and a transition duct capable of flowing an airfow from the first compressor to the second compressor, the transition duct having at least one plasma actuator mounted in the transition duct.

Description

BACKGROUND OF THE INVENTION[0001]This invention relates generally to compressors, and more specifically to a compression system having a transition duct having plasma actuators.[0002]In a gas turbine engine, air is pressurized in a compression module during operation. The air channeled through the compression module is mixed with fuel in a combustor and ignited, generating hot combustion gases which flow through turbine stages that extract energy therefrom for powering the fan and compressor rotors and generate engine thrust to propel an aircraft in flight or to power a load, such as an electrical generator.[0003]The compressor includes a rotor assembly and a stator assembly. The rotor assembly includes a plurality of rotor blades extending radially outward from a disk. More specifically, each rotor blade extends radially between a platform adjacent the disk, to a tip. A gas flowpath through the rotor assembly is bound radially inward by the rotor blade platforms, and radially outwa...

AI Technical Summary

Problems solved by technology

Conventional transition or gooseneck duct geometries are governed by their levels of endwall curvature, since excessive curvature leads to endwall boundary layer separation and therefore high losses in efficiency.

This is not desirable because increased transition duct lengths translate directly to increased engine length, which in turn adds engine weight and reduces backbone stiffness of the engine.

This reduction in stiffness makes it more difficult to maintain the desired clearances over the rotor tips, reducing the efficiency and operability range of the engine.

As compressor and booster rotors approach the limits of their capability to add work / pressure to the air, they tend to become less efficient and, if pushed beyond this limit, stall (fail to produce their required pressure rise, leading to reversed flow through the stage and a loss of engine thrust).

A booster rotor that is designed very near to its limits in the rear stages of the booster could experience significant operability problems.

This is a concern in conventional booster system designs which are limited to lower radii in the aft rotor stages.

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