Abstract

This paper presents an assessment of machine-learned turbulence closures, trained for improving wake-mixing prediction, in the context of LPT flows. To this end, a three-dimensional cascade of industrial relevance, representative of modern LPT bladings, was analyzed, using a state-of-the-art RANS approach, over a wide range of Reynolds numbers. To ensure that the wake originates from correctly reproduced blade boundary-layers, preliminary analyses were carried out to check for the impact of transition closures, and the best-performing numerical setup was identified. Two different machine-learned closures were considered. They were applied in a prescribed region downstream of the blade trailing edge, excluding the endwall boundary layers. A sensitivity analysis to the distance from the trailing edge at which they are activated is presented in order to assess their applicability to the whole wake affected portion of the computational domain and outside the training region. It is shown how the best-performing closure can provide results in very good agreement with the experimental data in terms of wake loss profiles, with substantial improvements relative to traditional turbulence models. The discussed analysis also provides guidelines for defining an automated zonal application of turbulence closures trained for wake-mixing predictions.

Highlights

  • In order to face the global challenge of containing climate change effects, the International Civil Aviation Organization (ICAO) set out climate protection targets for global air transport

  • The results show how the Laminar kinetic energy (LKE) model, which was explicitly devised for separated flow transition, yields superior accuracy in both the cases of mildly or strongly separated flow

  • A three-dimensional cascade representative of state-of-the art low-pressure turbine (LPT) bladings was studied using a Reynolds-averaged Navier–Stokes (RANS) approach in order to assess the improvement in wake-mixing predictions provided by machine-learned turbulence closures explicitly trained for such a task

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Summary

Introduction

In order to face the global challenge of containing climate change effects, the International Civil Aviation Organization (ICAO) set out climate protection targets for global air transport. The ultimate goal is to cut CO2 emissions from air transport in half by. 2050, compared to the base year of 2005, in order to keep global warming below 1.5 ◦ C as recommended by the Intergovernmental Panel on Climate Change (IPCC) [1]. In 2018, commercial airliners consumed approximately 360 billion liters of aviation fuel globally (source: www.statista.com (accessed on July 2019)). The reduction of specific fuel consumption directly impacts the carbon footprint of aeroengines and remains one of the primary objectives for the aviation industry. Noise reduction at the source has proven to be effective, and it remains a priority for aircraft engine manufacturers

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