As part of a European collaborative project, four high-speed compressors were tested to investigate the generic features of stall inception in aero-engine type compressors. Tests were run over the full speed range to identify the design and operating parameters that influence the stalling process. A study of data analysis techniques was also conducted in the hope of establishing early warning of stall. The work presented here is intended to relate the physical happenings in the compressor to the signals that would be received by an active stall control system. The measurements show a surprising range of stall-related disturbances and suggest that spike-type stall inception is a feature of low-speed operation while modal activity is clearest in the midspeed range. High-frequency disturbances were detected at both ends of the speed range and nonrotating stall, a new phenomenon, was detected in three out of the four compressors. The variety of the stalling patterns, and the ineffectiveness of the stall warning procedures, suggests that the ultimate goal of a flightworthy active control system remains some way off.

Tip clearance flows have a major impact on both performance and stability of high-pressure compressors (HPC). The purpose of this paper is to underline how tip clearance variations affect the matching of compressor stages, hence modifying the efficiency and stall margin of the compressor. The practical application covered by the scope of this article is a modern highly loaded HPC dedicated to civil aircraft propulsion.The first part of the paper gives a very simple overview of stagewise matching in multistage compressors. Also, this part introduces the subject of the impact of tip clearance on stage matching.The second part of the paper illustrates the effect of increased rear block clearances on performance and stability, using some available experimental data. Finally, it is shown that three-dimensional multi-stage calculations can predict the effect of tip clearance variations on stage pressure-rise characteristics and on stage matching. This validated numerical tool therefore allows the aerodynamic design to be adjusted to the range of in-service clearances, thus providing a more robust compressor design.

As part of a European collaborative project, four high speed compressors were tested to investigate the generic features of stall inception in aero-engine type compressors. Tests were run over the full speed range to identify the design and operating parameters which influence the stalling process. A study of data analysis techniques was also conducted in the hope of establishing early warning of stall. The work presented here is intended to relate the physical happenings in the compressor to the signals that would be received by an active stall control system. The measurements show a surprising range of stall related disturbances and suggest that spike-type stall inception is a feature of low speed operation while modal activity is clearest in the mid speed range. High frequency disturbances were detected at both ends of the speed range and non-rotating stall, a new phenomenon, was detected in three out of the four compressors. The variety of the stalling patterns, and the ineffectiveness of the stall warning procedures, suggests that the ultimate goal of a flightworthy active control system remains some way off.

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This paper deals with a theoretical study of the active control of purely axial 1D instabilities in multi-stage axial-flow compressors. The paper briefly considers the development of a suitable surge model and continues with the derivation of a controller using linear optimal control theory. The controller is specifically designed to suppress the instabilities predicted by the linearised form of the surge model. The control technique involves a bleed being dynamically varied in response to fluctuations of variables. It is found that a stabilising optimal controller can always be obtained. The second part of the paper presents a non-linear simulation of the surge prediction model with the linear controller, using a 4th order Runge-Kutta scheme.This demonstrates how some non-linearities in the flow model can affect the controller operation. It is also shown that, the amplitudes and the frequency response required of the actuator to retain stability can exceed the practical limitations.