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Figure 13: Component parts of a radial wave rotor topping a gas turbine end plate port Figure 14: Different channel cross-sections for stacked wave discs AERODYNAMIC SPEED CONTROL The wave rotor operation depends strongly on the timing of the port opening and closing relative to the traveling time of compression and expansion waves within the wave rotor channels. In tuned conditions these waves arrive at certain locations tuned with the opening and closing of the ports. However, changes in engine operation conditions affect the tuning. Designing wave rotors that are tuned in a wide range of operation has been a major challenge. Passive and active control mechanisms have been used to address this problem. A typical passive control method is to use pockets located in the end plates that control wave reflections to achieve good performance during off-design operations. In fact, the pockets adapt the wave pattern to changes in operation conditions. Therefore, the pockets reduce the sensitivity of the wave rotor to engine speed changes. A controlled bypass method is known as the active mechanism that supports maintaining the wave pattern by allowing some bypass flow in the end walls to compensate for changes of speed and flow rate. An active speed control may be more preferred that allows altering the wave rotor speed to possibly maintain a preferred wave pattern. Such a control can substitute the direct coupling of the wave rotor speed to the engine speed. This can be achieved by electrical motors driving the wave rotor. However, this may require a sophisticated control algorithm that relays on measurement probes and computer processing. The top part of Fig. 15 shows a suggested aerodynamic control of the rotational speed. Its purpose is to adapt the rotational speed to maintain a preferred wave pattern. However, it operates passively without any external control. Here special passages are introduced with outlet nozzles directed in and against the rotational direction to accelerate or decelerate the rotor, respectively. These passages can be arranged closely beside the tuned location where a compression wave is supposed to meet the end plate. If the wave pattern becomes off-tuned, the location at which the compression wave reaches the end plate moves between the inlet and the outlet of such a passage. This results in a pressure difference between the passage inlet and outlet and generates a jet that can accelerate or decelerate the rotor. If the passage is placed in rotational direction after the location where the shock wave is designed to hit the end plate, its outlet is directed against the rotational direction and the jet will decelerate the rotor, retuning the compression wave to the design location. In the same way such a passage is placed before the design arrival location of a compression wave and its outlet is directed in rotational direction which retunes the rotor by accelerating it. For a proper passive control at least one of both passage types is necessary, one accelerating and one decelerating passage. The middle of Fig. 15 shows a reverse-flow wave rotor in which the arrival of the primary wave is tuned to the leading edge of the compressed air port. A passage with inlet just before the leading edge of the compressed fluid outlet port and an exit in rotational direction will have the primary shock wave 8 Copyright © 2004 by ASMEPDF Image | RADIAL-FLOW WAVE ROTOR CONCEPTS, UNCONVENTIONAL DESIGNS
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