Aircraft Engine Systems

2000 NPSS Review

NASA Glenn Research Center

October 4-5, 1999

Aircraft Engine Systems

Joseph P. Veres

Detailed Simulation of Aircraft Turbofan Engine

I

Objective Develop a detailed flow model of a full turbofan engine that runs on parallel workstation clusters overnight. The model will initially simulate the 3-D flow in the primary flow path including the flow and chemistry in the combustor, and ultimately result in a multidisciplinary model of the engine.

Approach The 3-D flow analysis models the GE90 turbofan SlgnificancelMetrics engine using APNASA (NASA's average-passage The overnight 3-D simulation capability of the flow code).

primary flow path in a complete engine will Leverage form efforts between NASA and GE in enable significant reduction in the design and developing the APNASA flow code and workstation development time of gas turbine engines.

clustering technology.

Contract with GEAE NAS3-98004 Task Order #9 Point of Contact The National Combustion Code (NCC) will be used Joseph Veres to simulate the flow and chemistry in the tel.: (216) 433-2436 combustor. fax: (21 6) 433-5188

- The APNASA and NCC codes shall be coupled

e-mail: jveres@grc.nasa.gov together at NASA Glenn Research Center.

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

Contributors: GE Aircraft Engines: Lyle D. Dailey Technical Manager, compressor and booster simulations George Liu Provided information on GE90 compression system Bryan Doloresco Provided 2-D Euler (CAFMIXII) solution for PIP+ compressor Kevin Kirtley (GE Corporate Research) Fan simulation with APNASA Version 5 Rolls Royce I Allison Edward J. Hall Manager and principal investigator ASE Technologies: Paul Vitt Project Manager Jason Smith Performed booster, HPC, and turbine simulations AP Solutions: Tim Beach Provided radial multiblock gridding support (APG) Mark G. Turner Consultant on compression and turbine simulations A n : Rob Ryder Consultant on combustion simulations NASA Glenn Research Center: John Adamczyk APNASA turbomachinery flow code Nan-Suey Liu National Combustion Code (NCC) Jeff Moder NCC and APNASA code coupling Le Tran NCC and APNASA code coupling John Gallagher Combustor CAD geometry to grid generator interface Don VanDrei Task Manager Joseph P. Veres Manager Aircraft Engine Systems

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

1 2000 1 2001 1 2002 1 2003 ( 2004 1 2005 1 2006 /

ENGINE COMPONENT

~cqmcnr~f coup~ng I 1 F ~ I M C ~ c0u1y.g I 1 1 MD dmalation of

ENGINE of c o n e@ne of corc engine with c o n engine with SUB-SYSTEM

componrnh torque bdance torque balance I I

ENGINE SYSTEM PROPULSION AIRFRAME INTEGRATION

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

Milestones Performing Plan Organization Date FYGO

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1. Annular duct simulation with sequential coupling of APNASA and NCC NASA 4Q00 2. Core engine simulation with sequential coupling of APNASA and NCC NASAIDYNACS 4Q00 FYOI

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3. Annular duct simulation with feedback between APNASA and NCC NASNDYNACS 1QOl 4. Core engine simulation with feedback between components and torque balance NASNDYNACS 2QOl 5. Full compression system simulation with fan, booster and HP compressor APNASA APSolutions 2Q01 NASAlAPSolutions 3Q01 6. Full engine simulation with sequential coupling of turbomachinery and combustor NASAlAYT 3QOl 7. Combustor simulation with finite rate chemistry and gaseous fuel (NCC Version 1.0) 8. Engine airframe integration; sequential coupling of OVERFLOW and MSTURBO NASNMSU 4Q01 FY02

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9. Full engine simulation with feedback between turbomachinery and combustor NASNAPSolutions 2Q02 10. Combustor simulation with finite rate chemistry and liquid fuel (NCC Version 1.0) NASNAYT 2Q02 NASNMSU 3Q02 11. Unsteady fan simulation modeled with MSTURBO coupled to NPSS V1.O engine FY03

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12. Full engine simulation with feedback between components and torque balance NASNAPSolutions 2Q03 13. Unsteady fan simulation angle of attack modeled with MSTURBO and OVERFLOW NASNMSU 4Q03 FY 04

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NASNMSU 14. Aircraft external aerodynamics sequentially coupled to unsteady fan and NPSS 3Q04

2000 NPSS Review

Detailed Flow Simulation of Aircraft Turbofan Engine

The hiah-bypass turbofan enaine in this simulation effort consists of 49 blade rows Fan OGV 3-stage booster (7 blade rows) Fan frame strut 10-stage high-pressure compressor (21 blade rows) 2-stage high-pressure turbine (4 blade rows) Turbine mid-frame strut 6-stage low-pressure turbine (12 blade rows) Turbine rear frame strut

2000 NPSS Review

Detailed Flow Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations NASA and GEAE Developed APNASA Version 5 Featuring: 04-stageRunge-Kutta explicit Navier-Stokes solver *Local time steps *Implicit residual smoothing *Implicit k-E turbulence model *Models multi-stage effects by calculating deterministic stresses with generalized closure *Domain decomposition in axial direction *Uses MPI message passing *Radial and tangential multiblock with I-Grid -Cooling and leakages handled by sources terms and endwall model *Real gas (linear gamma) model in 3-D

2000 NPSS Review

Detailed Flow Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations with APNASA Simulation of Fan, Bypass Outlet Guide Vane and Booster Stator 1

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations Critical Computing Capability for High-Pressure Compressor Simulations All high-pressure compressor (HPC) simulations used NASA NAS Origin 2000.

In two-hour wall clock period, total of 320, 480, and 880 iterations can be achieved with 84, 104, and 208 processors.

Typical 15000 iteration case requires about 93, 63, or 34 hours of wall clock time for 84, 104, and 208 processors, respectively.

Parallel analyses set up with almost equal distribution of processors (i.e., 4, 5 or 10 per blade row).

HPCCP resources allowed many trials to be completed in a reasonable amount of time even for a large 21 blade row case -- CRITICAL IN DEBUGGING AND DEVELOPMENT

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations Parallel Performance of APNASA on HPCC NAS Origin 2000 Machines L High-Pressure Compressor

2.5 -

B

2 2 -

U.

P a V)

-

b

- -

2 ' 7 m LL

0.5 -

O ~ " " l " " l " " ~ " " l " " i 50 100 150 200 250 Number of Processon

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: HP-LP Turbine Flow Simulation

Aspects o f Turbine Simulations #Transonic aerodynamics High work HP turbines have strong shock systems.

*Embedded blade row operating conditions Both upstream and downstream blade rows mutually interact during engine operation.

The average-passage equations actively include the effects of the surrounding blade rows.

*Turbine flight hardware is actively cooled Airfoils, platforms and casing are cooled by compressor bleed air.

-Hot gas leaks around the tips of rotors through labyrinth seals

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations Coupled Flow Simulation o f High-Pressure / Low-Pressure Turbines Results in Efficiency Predictions Within 0.8 and 0.5 Percent, and Shock Interaction Loss Predicted Within 0.5 Percent A computer simulation of the air flow in the GE90 turbofan engine's high- and low- pressure turbines has been created at General Electric Aircraft Engines (GEAE). The 3-D computer simulation was performed using NASA Glenn's average-passage approach named APNASA. This is the first ever flow simulation of an HP and LP turbine, transition duct and exit guide vanes. The simulation was done using 121 processors of a Silicon Graphics Origin cluster with a parallel efficiency of 87% in 15 hours.

Analysis of the simulation has identified excessive turbine aerodynamic interaction losses that can be reduced by 50%. This 50% reduction i n turbine interaction losses will result i n a $3 millionlyear savings i n fuel costs for a new fleet of aircraft. The parallel efficiency and accurate simulation with APNASA now make it practical for use in the design environment.

2000 NPSS Revjew

J;x";x"Pi'O Y >. < * >"&"

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery 3-0 Navier-Stokes APNASA Flow Simulation of Closely Coupled HP-LP Turbines Exit Guide Vanes Transit~on Duct

2000 NPSS Review 1 1

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations Parallel Processing Requirement for HP-LP Turbine Simulation Typical average-passage analysis mesh size for a given blade row

- 280x45~55 - 700,000 grid points

10-18 blade rows for a combined HP and LP turbine system

- 7 to 12.6 million grid points Design cycle requirements are 24 to 48 hour turnaround time Requires 6,000 to 10,000 iterations for convergence, at 8.xIOE-05 secondsliterationlgridpoint (NAS 02K) - Total CPU time will be 930 to 2800 CPU-hours (assuming 100% efficient multiple processor usage).

- Parallel processing using 40 or more processors is required to meet the design cycle time constraints.

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: Turbomachinery Flow Simulations Parallel Performance of APNASA on HPCC NAS Origin 2000 Machines 14 0 -Linear scalability Single blade row results High-pressure/ 12 0 0 Low-Pressure Turbines Multiple blade row results b c 11 0 0 , /

,m 10

5 9 0

a , 8 a , a '

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P

-

a , 6 M /

- -

/

Lm 5

Number of Processors

Detailed Simulation of Aircraft Turbofan Engine

GEAE Conclusions: Turbomachinery Simulation

Full engine simulation program has led to very useful

component simulation capability and understanding of

component interaction.

Booster simulations with APNASA notably successful.

High-pressure-ratio compressor (HPC) still a challenge for

Version 5 of APNASA.

HPCCP resources extremely useful for debugging and

validating code for high-interest problems at GE.

Quick demonstrated turn-around time allows APNASA code

to be used for analysis in a design environment.

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

GEAE Recommendations for Future Direction

Pursue coupled simulation of combustor (NCC or other

combustion code) and high-pressure turbine (HPT) with the

APNASA turbomachinery flow code.

Demonstrate successful component simulations (e.g., full

compression system) before attempting to simulate full engine.

Pursue component simulations at off-design conditions.

Investigate better ways to start simulations and achieve faster

multistage convergence.

Pursue large-scale, multistage unsteady simulations to support

NPSS activities.

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

National Combustion Code (NCC)

Objective Develop an integrated system of codes for combustor design and analysis to enable significant reduction in design time and cost.

Approach SignificancelMetrics Develop a comprehensive modeling and Enable the multidisciplinary analysis of simulation capability in NCC.

combustors from compressor exit to turbine NCC features a Navier-Stokesflow solver based inlet.

on an explicit four-stage Runge-Kutta scheme.

NCC is a key component of the NPSS.

Unstructured meshes.

Significant reduction in turnaround time Run in parallel on networked workstation enables using NCC in a design environment.

clusters.

The solver can be linked to any CAD system via Point of Contact Patran file system.

Dr. Nan-Suey Liu Simulate the turbulent combustion in a modem tel.: (21 6) 433-8722 turbofan engine's combustor - GE90.

fax: (21 6) 433-5802 e-mail: fsliu@grc.nasa.gov

2000 NPSS Review

Detailed Simulation of Aircraf? Turbofan Engine

FYOO Accomplishments: FUEL NOZZLE National Combustion Code AIR SWIRLER DILUTION HOLES TO LPT COOLING Hot-Flow 3-0 Full Combustor Simulations Were Successfully Performed from Compressor Exit to the HPT Nozzle Exit Using the National Combustion Code Combustor model configuration: 24 degree sector; 1 compressor strut; 4 fuel nozzles; 3 turbine nozzle vanes Computational domain size: 700,000 tetrahedral elements 3-0 aerodynamics, kt, turbulence with wall functions, 4 chemical species fuel oxygen nttroge and products of combustion 1-step eddy breakup combustion model HPT COOLING (fuel +oxygen = products of combustion) DIFFUSER WITH 20,000 iterations to convergence SPLITTER TURBINE DISK CAVITY PURGE AIR consumes In gigabyte of RAM Single processor Pentium PC 550 MHz: execution time, 22 days 28 processor NAS Origin workstation cluster: execution tlme, 1 day

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: National Combustion Code NCC Exploring Mesh Adaptation for Improved Resolution

Four Levels

of Adaptation

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: National Combustion Code Exploring 3-D Mesh Adaptation on Pressure Gradient for Efficient and Better Flow Resolution with Minimal Impact on Execution Time 3 adaptations on pressure gradient, 20,000 iterations on single processor Pentium PC 550 MHz Mesh Adaptations Tetrahedral Mesh Size Execution Time Accumulative Execution Time Baseline mesh 700,000 22 days 22 days First adaptation 1,500,000 1 day 23 days Second adaptation 2,500,000 1 day 24 days Third adaptation 3,200,000 1 day 25 days Total CPU time for 3,200,000 tetrahedral mesh adapted case = 25 days execution time

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: National Combustion Code 1 Level Mesh Adaptation on Pressure, Temperature and Speed Gradients Base mesh: 720,000 tetrahedral elements Adapted mesh: 1,760,000 tetrahedral elements NASAICP-2001-2 10673 47

Detailed Simulation of Aircraft Turbofan Engine

FYOO Accomplishments: National Combustion Code NCC Exploring Mesh Adaptation to Improve Resolution and Reduce Overall Turnaround Time

- Single CPU (550 MHL)

SLngie CPU (550 MHZ) w i t h Adaptation

4 CPU

Equivalency

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I . . , I 1 i J 1000000 2000000 3000000 Number of Elements

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Develop and Demonstrate Seauential Coupling Methodology Using Standard Data Exchancre Between APNASA and NCC in an Annular Duct , NCC Unstructured Mesh 25 radial grid elements , Tetnrhedrai Mesh, NCC Solutions APNASA Structured Mesh 51 radial grid elements

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC

Developed and Demonstrated Sequential Coupling Methodology Using Standard Data Exchanqe Between APNASA and NCC in an Annular Duct APNASA inlet - 11 1.1 APWSAlnlel&.UI Y * c d l S l P * * 5 A E ~ t * I 1 1 I v a m h NCC GI*.NlV.Wlh ,

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Developed Standard Data Exchange Coupling Methodology This format will be used by both APNASA and NCC to pass FACE-based flow variables data across the interface plane between APNASA and NCC grids, for annular geometries. This data represents the radial profile (with Nr radial points) of azimuthally averaged data across the interface plane, where the normal to the interface plane is in the axial direction. Note that NCC and APNASA computational grids do not need to match since only radial profiles are being exchanged. This format will also be used for uncoupled test runs to provide inlet and exit BCs, and to compare solutions (between NCC and APNASA) at any desired axial locations.

Pref-AP Tref-AP Lref-AP Gasc-AP Nr Xhub Rhub Xtip Rtip span p rho rho-Vx rho-Vr rho-Vt k ep (point I) span p rho rho-Vx rho-Vr rho-Vt k ep (point 2) span p rho rho-Vx rho-Vr rho-Vt k ep (point Nr) File Names: ap-inlet.profile (standard exchange file at inlet, from APNASA) ap-exit.profile (standard exchange file at exit, from APNASA) ncc-inlet.profile (standard exchange file at inlet, from NCC) ncc-exit.profile (standard exchange file at exit, from NCC)

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Standard Data Exchanae Coupling Methodology (continued) The velocity components are the cylindrical coordinates components Vr = radial Vt = azimuthal Vs = axial where (r, t. x) is a LEFT-handed cylindrical coordinate system; that is, (where er, et and ex designates the unit vector in the radial. tangential and axial directions): et x er = e s (instead of the usual right-handed system of er x et = ex) (Said another way. theta (azimuthal coordinate) increases in the counterclockwise direction looking in the positive axial direction.)

The variables Xhub.Rhub, Xtip,Rtip, span and all flow variables are non-dimensional.

Pref-AP = reference pressure in units of psi {lbf/(in2)) Tref-AP = reference temperature in units of R (Rankine) Lref-AP = reference length in units of in (inches} Gasc-AP = gas constant, Rgas, in units of fi':s2/R ( = 17 16.48 ft':s2/R for air)

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Standard Data Exchanae Coupling Methodology (continued) Below is what NCC does to convert this data to dimensional data in SI units.

Convert to desired units: Pref = Pref-AP * Pfac Lref = Lref-AP * Lfac Tref = Tref-AP * Tfac (For APNASA, Pfac = Tfac = Lfac = Gfac = 1 ) Gasc = Gasc-AP * Gfac Gasc-Tref = Gasc*Tref Xhub-dim = dimensional Hub axial location = Xhub * Lref = Gasc-AP*Tref-AP * Lfac*L fac For SI calculations (NCC), use Rhub-dim = dimensional Hub radius

'1

x Pfac = 6894.72 Pa/psi = Rhub * Lref

i i

Lfac = 1 .Oft/ 12in * 0.3048 m/ft Tfac = 1./1.8 = 5 . 9. = 0.55555556 Xtip-dim = dimensional tip axial location Gfac = Lfac*Lfac/Tfac = 0.16722547 = X t ~ p * Lref NOTE: Rtip > Rhub should always be true Rtip-dim = dimensional tip radius Xtip = Xhub must currently be true since = Rtip * Lref coding assumes plane normal = x-dir

I I

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Standard Data Exchanae Coupling Methodology (continued) span = percent of radial span between hub and tip. where O=hub and I=tip r = radial location of each data point (dimensional) = (span * (Rtip - Rhub) + Rhub) * Lref Xo-dim,Yo-dim.Zo-dim = Cartesian coordinates of r-0 assuming the axial direction (in APNASA) corresponds to the +x direction (in NCC) always Xo-dim = Xhub-dim = Xtip-dim Yo-dim = 0 always Zo-dim = 0 always Rhoref = reference density = Pref/(Gasc-Trefl Vref = reference speed = sqrt(Gasc-Tref) Kref = reference turbulent kinetic energy = VrePVref Epref = reference turbulent specific dissipation = Vref**3/Lref

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOO Accomplishments: Coupling of APNASA and NCC Standard Data Exchanqe Coupling Methodology (continued) p-dim = dimensional static pressure = p * Pref rho-dim = dimensional mass density = rho * Rhoref Vx-dim = dimensional axial velocity component = rho-Vxirho * Vref Vr-dim = dimensional radial velocity component = rho-Vrirho * Vref Vt-dim = dimensional azimuthal velocity component (left-handed) = rho-Vt/rho * Vref k-dim = dimensional turbulent kinetic energy = k * Kref ep-dim = dimensional turbulent specific dissipation = ep * Epref

2000 NPSS Review

Detailed Simulation of Aircraft Engine

FYOI Plans: Coupling of APNASA and NCC

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Develop and Demonstrate Feedback Coupling Methodology Using Standard Data Exchanae Between APNASA and NCC in Annular Duct NCC Unstructured Mesh 25 radial grid elements APNASA Structured Mesh 51 radial grid elements 1. Hexahedral Mesh, APNASA SoluU

2000 NPSS Review

Detailed Simulation of Aircraft Turbofan Engine

FYO1 Plans: Coupling of APNASA and NCC Demonstrate sequential and feedback coupling between APNASA turbomachinery code 7 .

and NCC.

2. NCC combustor simulation with finite rate chemistry.

3. Core engine simulation with APNASA and NCC with finite-rate chemistry and torque.

4. Full engine model; coupled APNASA turbomachinery simulation to NCC model of combustor.

3-0 flow simulation of coupled HP and LP turbines with APNASA 3-0 flow and chemistry simulation of full combustor with National Combustion Code (NCC)

I

3-0 flow simulation of complete \ I compression system with A PNASA

I Coupled APNASA I NCC simulations 1

2000 NPSS Review

NPSS Multidisciplinary

Integration and Analysis

NASA Contract NAS3-98003

Task Order #5

NPSS Review 2000 NASA Glenn Research Center October 4, 2000

Initial Task Discussions

CGNS - EEE Prototype integration of MD (3-D aero ST2) analysis into NPSS architecture. CAPRI Implement on 1) Linux, 2) NT in

IPG environment. ~

Configuration Define limitation of CGNS Fan Analysis Loads standard.

Define limitations of CAD API when integrating geometry and Structural Ansys analysis. Analysis Exploreldefine inclusion of probabilistic analysis.

Tip Clearance EEE - Energy Efficient Engine

2000 NPSS Review

Multidisciplinary Integration and Analysis

Objective

- The objective of this task order is to enhance the NPSS core capabilities by expanding its reach into the high-fidelity multidisciplinary analysis area. The intent is to investigate techniques to integrate structural and aerodynamic flow analyses, and provide benchmark by which performance enhancements to NPSS can be baselined.

Approach

- Couple high-fidelity aerodynamic and structuralitherma1 analysis codes to enable multidisciplinary evaluation of NPSS components.

Strategy for Success

- Data processing elements employ standard interface definitions to ensure commonality and modularity.

CGNS - CFD General Notation System (CFD standard)

CAPRI - CAD data access API (Geometry interface standard)

2000 NPSS Review

Participants in Prototype

Ed HallIJoe Rasche - Rolls Royce Corporation

(ADPAC, ANSYS)

A1 Magnuson - The ICEM CFD Company

(CAPRI, CGNS) interfaces

Shantaram Pai - NASA Structures Branch

(NESSUSNESTEM)

Scott Townsend (Executive, C O M A Wrapping)

ADPAC - Advanced Ducted Propfan Analysis Code NESSUS - Numerical Evaluation Stochastic Structure Under Stress

2000 NPSS Review

Program Technical Elements

- Develop a high-fidelity analysis to calculate the effects on performance of -Guide vane scheduling *Variations ~n tip clearance P *Uncertainty In manufacturing tolerances *Effects of rotat~onal speed on the hot running geometry - Enable calculation of blade deformations between the ADPAC aero analysis and an ANSY S structural analysis.

- Convert ADPAC to use CAPRI library for geometry analysis.

I

- Determine whether the CGNS standard can represent ADPAC 110 data.

I

- Incorporate probabilistic analysis (NESTEMNESSUS) into ADPAC predictions of performance (link the necessary inputloutput data required to couple aerodynamic, structural, and probabilistic analysis programs).

- Report performance measurements (speedup and scalability) on the HPCC testbeds.

Maintain 80% parallel efficiency.

- Estimate the impact of the new methods on the reduction in engine design or development time relative to a 1997 baseline.

1 1

2000 NPSS Review

Development Milestones

Hot to Cold Coordinate Conversion

Extract cold manufacturing coordinate database based on desired hot running design shape.

Cold to Warm Coordinate Conversion

Develop automated off-design airfoil shape based on off-design speed and aero

loads. I

Incorporate Probabilistic Method

I

Produce statistical variations in airfoil coordinates.

Automate CFD performance variation estimates based on statistical airfoil variations.

Developmental Notes

Starting with a 3-D fan blade to gain an understanding of the interface

issues (data requirements, dependencies, etc.).

Start ADPAC with a cold geometry and get it up to normal operating

conditions, transfer info to Scott so he can examine the 110.

ANSYS 5.4 start with a 3-D brick element, ANSYS pressures and

temperatures will be passed to NESSUSINESTEM.

APNASA is currently integrated with NESSUSINESTEM.

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Phase 1 : Hardwire model together.

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Phase 2: CORBA wrapped components.

I

Completed by 101 1 I0 1.

2000 NPSS Review

Aero/Structural Coupling

ANSYS Structural Analysis

ADPAC CFD Analysis

Inpur Geometry, operating conditions, Geometry, operating conditions pressure, temperature Output Pressure, temperature Output Deformations, stress

2000 NPSS Review

Hot to Cold Conversion

NPSS Executive or Design System /rot r7trttzirrg gi,onzf8n:~ dutuhusc in CAD sxstenr Cold Geometry Cad Geometry Back otit cieflcctions ussociured with centrifiiga1 loud, acw.fbrres It~dependerrt otCAD s!,.~tem utrd rhern~ul r.vpansion sotht,arc ANSYS ICEM CFD ADPAC -

'

Structural Analysis Grid Generation low ~ n a l y s i s ,%lap CFD pressrrrc and ren~pcruture Inrn:lirce ~ ~ i u CG.W lihrur?

to FE.V srr~~~crrital nrodel .An? CG.1'S-capuhle CFD modtile can be applied

Cold to Lukewarm Conversion

Back out deflections associated NPSS Executive ~ - i t h cmn-ifiigal loud. uerof~rces.

and thernlul e.vputtsion or Design System Proi,idcs desired operuti~rg conditions Cold Geometry Cad Geometry ANSY S Structural Analysis ,Map CFD pressure and temperature Interface via CAPRI librav Independent of CAD system to FEM structural model sofni'at-e HotlCold Deflection Analysis Cold/Warm Deflection Analysis CAPRI CAD Interface ADPAC CGNS Assessment Tip Clearance Effect Analysis NESTEMINESSUS Integration Probablistic Analysis High Performance Computing Assessment