GE Energy Technical/User’s Conference

GE Energy

6B Compressor
Matt Brokaw
August 2005
 Compressor History

Recent Issues

New Offering: Evolution

Compressor
6B Compressor History
MS6001B IGVs
• 1987 Introduced low camber, GTD-450, high flow IGV’s
• 1995 Introduced IGV angle increase from 84 to 86 degrees

Alternating Stress Amplitude

GTD-450 high flow IGV 1.8
1.6

(Ratio to AISI 403)

1.4
• Increased tensile strength 1.2
1.0 GTD 450
• High cycle fatigue resistance .8
.6 AISI 403SS
• Corrosion fatigue strength .4
.2
• Superior corrosion resistance (higher 0 10 20 30 40 50 60 70
concentrations of chromium and Mean Stress (KSI)
molybdenum)
• Variable airfoil thickness to maintain Higher
reliability Performance
Airfoil Design
• Increased airflow from low camber
• 1.5% output
• -0.3% heat rate
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MS6001B GTD-450 High Flow IGVs
• 1987 Introduced low camber, GTD-450, high flow IGV’s
• 1995 Introduced IGV angle increase from 84 to 86 degrees

IGV Angle Increase to 86 Degrees

• Slightly higher airflow increase
– 0.40% output increase
– 0.20% heat rate increase (penalty)
• Bushing inspection per TIL 1068-2R1
• Single base 6B units require application of inlet plenum scroll

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MS6001B Blades and Vanes

• Original blading: Rows 1-8 403+Cb with NiCd coating

Rows 9-17 403+Cb with no coating

• 1994 change: Rows 1-2 GTD-450 with no coating

Rows 3-7 403+Cb with GECC1 coating
Rows 8-17 403+Cb with no coating

GECC1 (GE proprietary corrosion resistant coating) is an aluminum

slurry coating with protective ceramic top layer that provides
improved corrosion resistance

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6B Compressor Recent Issues
Issue: R1 Distress (1999-2002)
• 5 units experienced R1 distress ; PG6541B and PG6551B units
– Trip on high vibration
– R1 found liberated or cracked
– Collateral damage

• Manufacturing out-of tolerance issues

• TIL 1382-2

Secondary crack origin 0.19

at pressure side root
Suction side crack origin ~ 0.19 ” below
”
dovetail platform & 2.125” from trailing edge

Primary crack originating from

suction side dovetail face

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Issue: R1 Distress (1999-2002)
Radial Force
• Crack initiated due to fretting related material
debit caused by
Moment Force
– High compressive stress at pressure face
radius due to geometrical mismatch
– Platform/wheel micro movement due to
stall vibratory response Line contact

• Crack propagated due to high stress field at

crack location Angle
Blade Angle
Dovetail Mismatch
– Increased stress concentration factor due Mismatch

to undersized pressure face radius Wheel Slot

– High in plane stress caused by fretting
related friction

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Issue: S17 Distress (1994-)
• 9 units experienced S1&/EGV distress
• Observed during inspection
• TIL 1170-2R1
• TIL 1352-2R2 (PG6581B)

• Two distress mechanisms identified:

– Flow separation due to
counterbore hole 4
– Vortex bursting 3

Distress Locations
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Issue: S17 Distress (2001-)

Counter Bore Holes S17 S17

Vortex moves
Air Flow across passage

High Pressure

Typical Airfoil Flow Under

“Vortex”
Distress Location Tip
Tip Flow

Mechanism 1: Flow Mechanism 2: Middle of Passage

Disturbance at C-Bore "Dam" Vortex “Burst” (experience from
Locations other frame sizes)
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Issue: S17 Distress (2001-)

• Shrouded back end validation test in 08/2003

• Several solutions, dependant upon site/unit:
– Counterbore plugged/unplugged
– IBH
– Steam injection
– Liquid Fuel
– Ambient temperature
– Part Load Operation
• Restricted operation; controls protection for high
risk configurations
• Degradation accommodated in controls
protection

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6B Compressor New Offering
MS6001B Performance History

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PG6581B With Compressor Extraction

13th Stage Extraction

Compressor Discharge Brush Seal

Compressor Enhancement:
• Compressor Discharge Brush Seals
• 13th stg Extraction Manifold Added
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Demand Drives New Compressor Solution
Current Compressor = Advanced Design =
Performance Limitation Platform for further performance
• 3D aero for increased efficiency /
lower HR
Without New Compressor…
• Common design for 6B, 7EA, 9E
• At fleet max for firing
temperature (2077F) • Design validated with CTV
(compressor test vehicle)
1.00
• At fleet max for Steam
Injection (5%) 0.90

0.80
s

0.70
Current
Current 9EB/E design
Design
0.60
Evolution
High design
Efficiency Design

0.50
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Stage Number

New design is evenly loaded and builds on 6C

aero design success
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Compressor Design Requirements
Purpose Built for Retrofit
• Uprate can be performed incrementally
• Minimizes outage, maximizes reuse of parts
• Fits existing footprint

Scalable Technology
• Common design for 6B, 7EA, 9E
• Compressor, Turbine, Combustion all scaled

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CTV Test Validates Design, Drives Schedule
Test Configuration CTQ’s
• Full Scale 9E Engine • Aerodynamic Performance
• Restricted S1N × Pressure Capability • Aeromechanic Response
• Validation Applicable for All Frames • Complete in time to incorporate
(6/7/9) to 1st engine
• Booster for Low Speed Map and Starting

5/2E
CTV

CTV Milestones
CDC Last AF Unit Asm CTV to Massa 5-2E CTV Start First Unit AF
10/18/04 12/22/05 8/14/05 12/11/05 3/1/06 3/31/06 3/02/07

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 E-Class Evolution – Validation Testing
CTV Test - April 2006 E-Class Evolution Compressor Map
Performance Map for 9E HE CTV, ISO Day, Steady State Cycle Deck Predictions

• Massa Test Facility IGV=86deg

• Similar to 6FA & 9EC testing screened combustor

full inlet throttling

• ~2100 sensors
no bleed line

Combustor with Screen

– Strain gages full inlet throttling (5.5psi)

no bleed line
Operation Area

– Static & Dynamic Flow probes no inlet throttling

Compressor Inlet Throttling
Valve Operation Area

– Thermocouples

PR
no bleed line 110%N
(CTV base operation) 105%N
100%N

• Critical To Quality, CTQs 95%N

– Demonstrate Performance 92.5%N

bleed valve opened
no inlet throttling
9E HE Phase I FSFL PR

– Characterize Aerodynamics
90%N
Compressor Discharge
Bleed Operation Area

– Characterize Aeromechanics
(CDW opened)

Updated 07/29/04 for 66.7% S1N Area

Joseph Kirzhner, PGSE

Field Test – March 2007 Corrected Flow

• Launch customer site

• Redesigned blades instrumented
• Turbine secondary flows

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E-Class Evolution – Tip Rub Tolerant Design
Squealer Tip
• Reduces heat effect zone
– Less material, less heat
– Reduce “C” distance increase
• Does not reduce scratches
• Standard Aircraft feature

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E-Class Evolution – Eliminate Rubs
Insulate Compressor Case
• Desensitize clearances from environment
• Enclosure ventilation not “clearance” critical
• On all modern GE designs - 7FB, 9FB, 6C

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Click to Return
E-Class Evolution – R1 Damage Tolerance
R1 Capability
• Over-hung Leading Edge
• Provides “P-Cut” benefit F-Class P-Cut R0
• Criteria Æ Flaw Tolerance > 0.020”
Evolution R1
• Exceeds requirement Evolution R11
9E Evolution Rotor
• 5X better than original F-class R0
• 2X better than 7EA R1

Leading Edge

Suction Side

Evolution R1

Over-hung LE

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E-Class Evolution – Mitigates Rotating Stall
Separated Flow
Lift (Stall Cell)

Stable
Stall Stall Cells Migrate
Operation
Between Adjacent
Angle of Attack Airfoils

Typical Campbell Diagram

Typical
Rotating Stall
5ND RS
Driver

Frequency
Pattern
First Flex
Airfoil
Frequency
Rotor RPM Resonance
(Crossing)
½ Rotor
RPM
0% RPM Rotating Stall 100%
Relative Motion of Stall Cells Provide Drivers for
Stall Cells Rotate at Airfoil Resonance (Crossing) HCF distress could
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E-Class Evolution – R1 Rotating Stall Test
Preliminary Results Differences from F-Class
• Similarities to F-Class – F-Class was 3-4-5 ND dominant
– IGV and Tambient sensitivities – E-Class was 4-5-6-7 ND dominant
9E Front
9E Front End End Start-up
Start-up CampbellCampbell Diagram
Diagram HF R1 1st Flex
300
R1 1st Flex
R2 1st Flex
R3 1st Flex
250 R4 1st Flex
R5 1st Flex
6ND RS Driver, TP 302 -R1
Frequency ~ Hz
Frequency - Hz

7ND RS Driver, TP 302 - R1

200 6ND RS Driver, TP 302 -S1

E-Class R1
7ND RS Driver, TP 302 - S1

150
Evolution R1

7ND Evolution R1 Has

100 >15% Margin to 7ND
6ND
50
1900 2000 2100 2200 2300 2400 2500
Physical
PhysicalSpeed
Speed -~ RPM
RPM
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E-Class Evolution – Improved S17 & EGV
Standard configuration across fleet
• All frames have shrouded S17
• All E-class have shrouded S17,
EGV1 & 2
– Current configuration is welded
– Evolution is Mechanically
attached

Bolt Bushing

Dovetail ring

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E-Class Evolution – Resolves Stator Dovetail Cracking
• Improper Staking
– Cracks from bearing surface
– No liberated blades
• Proper Staking

– Bottom of dovetail

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E-Class Evolution – Mitigates 7EA R17 Issues
Steady CFD Analysis

Separated Diffuser
Flow

S15 R16 S16 R17 S17 EGV1 EGV2

Blue Contours
Indicate Flow
Interacting with 10 Separations

CDC Struts
Rotation

Compressor Discharge Case:

Viewed in direction of airflow
R17 Resonant with 10E
@ FSFL (600hz)
7EA R17 Blade Response
250%

Light/Laser probe data shown from all

Light/Laser probe data shown from all
operating conditions, multiple test sites,
operating conditions, multiple test sites,
varying IBH, IGV, TTRF, and Tamb
Gen1 Gen2 Gen3 Gen3s
The Fix: Eliminate
Separation
200% varying IBH, IGV, TTRF, and Tamb Gen3ss Duke CINergy

150%

HCF Failures 100%

50%
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0%
590 600 610 620 630 640 650 660 670 680 690 700 710 720 730
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Engine Frequency (Hz)
E-Class Evolution – Separation Free Diffuser
CFD Designed Diffuser
• CFD calibrated with 7EA, 6C
• Added tip shroud to EGV

• No separation, No R17 issues

Unshrouded EGV – Cylindrical IB Shrouded EGV – Cylindrical IB

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E-Class Evolution – Non-Uniform Vane Spacing
• NUV’s - Mistunes excitation
• “spreads-out” vibratory energy

Basic Concept : NUVs reduce

46E
resonance

Blade frequency response because the excitation

frequency changes within a
Frequency

revolution
Amplitude

48 E
50E
RPM
Off resonance

46E
Amplitude
reduction Blade frequency

Frequency
resonance

46E 48E RPM

1 rev 1 rev 1 rev

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E-Class Evolution – NUV’s Experience
Successful Experience
• Aircraft Example - 13 Inlet Struts
• R1 1st Flex Response
13E Response from Response from 0/+2
Evenly Spaced Struts Spaced Struts
Gage 52, Blade 21 Gage 52, Blade 21
12/rev 15E
14E

pattern
Frequency

Frequency
14/rev
pattern 13E

RPM RPM

Predicted Reduction to 13E = 50%

Measured Reduction = 54%

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Product Scope: Compressor Phase
Outage Cycle Turbine Scope
• MI + 2-3wks = 7wk outage • S1S and S2N modified for 14th
stage cooling air
• Backward compatibility with older
Compressor Scope models
• New casings, inner barrel
• New 3D compressor stator airfoils Combustion Scope
• New R12-R15 wheels, tie bolts • No hardware changes required –
• Reuse all other wheels lab validated

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Evolution Roadmap…Enabled by Compressor
Typical 6B Expected *
Future Uprates Phase kW (SC ISO) HR (SC ISO)
1. Compressor ~8.5% ~-0.6%
• Compressor restrictions eliminated
2. S1N/S1B ~0.0% ~-1.0%
with evolution design
3. Tfire ~5% ~-0.25%
• Common design for 6B, 7EA, 9E Total ~+13.5% ~- 1.8%
• Retrofit existing installed turbines And…
S3B/S3N ~+1.0% ~-1.0%

Turbine Uprate 1
3
2
• Leverage compressor design to
increase pressure ratio through
reduced stage 1 nozzle throat area
• Optimize stage 1 nozzle/bucket
aerodynamics for increased gas flow Hardware Availability
2007 2008 2009
Firing Temperature Uprate 7EA COMP 7EA S1N/B 7EA Tfire

• Leverage compressor plus turbine to 9E COMP 9E S1N/B 9E Tfire

increase firing temperature 6B COMP 6B S1N/B 6B Tfire

• Redesign combustion and turbine

stage 2 bucket/nozzle as required
* Actual performance numbers to be included in proposal

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GE Energy Technical/User’s Conference