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Supporting multi-point fan design with dimension reduction

Published online by Cambridge University Press:  27 July 2020

P. Seshadri*
Affiliation:
Department of Mathematics, Imperial College London, London, UK
S. Yuchi
Affiliation:
Department of Engineering, University of Cambridge, Cambridge, UK
G.T. Parks
Affiliation:
Department of Engineering, University of Cambridge, Cambridge, UK
S. Shahpar
Affiliation:
Rolls-Royce plc., Derby, UK
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Abstract

Motivated by the idea of turbomachinery active subspace performance maps, this paper studies dimension reduction in turbomachinery 3D CFD simulations. First, we show that these subspaces exist across different blades—under the same parametrisation—largely independent of their Mach number or Reynolds number. This is demonstrated via a numerical study on three different blades. Then, in an attempt to reduce the computational cost of identifying a suitable dimension reducing subspace, we examine statistical sufficient dimension reduction methods, including sliced inverse regression, sliced average variance estimation, principal Hessian directions and contour regression. Unsatisfied by these results, we evaluate a new idea based on polynomial variable projection—a non-linear least-squares problem. Our results using polynomial variable projection clearly demonstrate that one can accurately identify dimension reducing subspaces for turbomachinery functionals at a fraction of the cost associated with prior methods. We apply these subspaces to the problem of comparing design configurations across different flight points on a working line of a fan blade. We demonstrate how designs that offer a healthy compromise between performance at cruise and sea-level conditions can be easily found by visually inspecting their subspaces.

Information

Type
Research Article
Copyright
© The Author(s), 2020. Published by Cambridge University Press on behalf of Royal Aeronautical Society
Figure 0

Figure 1. The three fan blades considered in this study (images have been appropriately scaled for proprietary reasons).

Figure 1

Table 1 Mesh characteristics for the three blades

Figure 2

Figure 2. The design space of Blades A, B and C. Shown are the five degrees of freedom, where the ranges have been exaggerated for clarity.

Figure 3

Figure 3. Representative mesh topology used for all the blades (shown here for Blade C).

Figure 4

Figure 4. Mesh convergence plots for Blade C at cruise. Shown are the objectives of (a) non-dimensional efficiency and (b) non-dimensional pressure ratio. The mesh with the red circular maker was used in our computations.

Figure 5

Table 2 Reynolds number and inlet boundary conditions

Figure 6

Figure 5. Projecting multi-dimensional samples of the function $\text{exp} \left(x_1 + x_2 + x_3 + x_4 \right)$ over a subspace: (a) ${\textbf{\textit{w}}} = [1,1,1,1]^{T}$ (b) $\boldsymbol{v} = [0.4, -0.3, 0.5, 0.4]^{T}$.

Figure 7

Table 3 Number of CFD evaluations in DoE processes

Figure 8

Figure 6. Eigenvalues of the covariance matrix ${\textbf{\textit{K}}}$ for Blade A for: (a) efficiency with 400 samples; (b) pressure ratio with 400 samples; (c) efficiency with 500 samples; (d) pressure ratio with 500 samples. Shaded regions indicate minimum and maximum eigenvalues from 1000 random repetitions.

Figure 9

Figure 7. Eigenvalues of the covariance matrix ${\textbf{\textit{K}}}$ for Blade B for: (a) efficiency (b) pressure ratio, and for Blade C for (c) efficiency (d) pressure ratio.

Figure 10

Figure 8. Sufficient summary plots for efficiency values for blades (a) A, (b) B and (c) C, plotted on their active subspaces for efficiency.

Figure 11

Figure 9. Sufficient summary plots for pressure ratio values for blades (a) A, (b) B and (c) C, plotted on their active subspaces for pressure ratio.

Figure 12

Figure 10. Sufficient summary plots for (a) efficiency and (b) pressure ratio values, for blades A, B and C plotted on the active subspace associated with Blade A.

Figure 13

Figure 11. Components of the (a) first and (b) second eigenvectors of the covariance matrix for the efficiency active subspace for all three blades.

Figure 14

Figure 12. Sufficient summary plots for the Blade A data-set for: (a) SIR; (b) SAVE; (c) pHd; (d) CR.

Figure 15

Figure 13. Subspace distance angles between the SDR and active subspace. The grey markers show the outcomes of 20 bootstrap replicates, while the red line shows their mean values.

Figure 16

Figure 14. Subspace distance angles between the variable projection and active subspace. The grey markers show the outcome of 20 bootstrap replicates, while the red line shows their mean value.

Figure 17

Figure 15. Sufficient summary plots of the variable projection (total order degree 2) approach with: (a) 150, (b) 200 and (c) 250 randomly subsampled input-output pairs for Blade A.

Figure 18

Figure 16. Sufficient summary plots of the variable projection (tensor order degree 3) approach with: (a) 150, (b) 200 and (c) 250 randomly subsampled input-output pairs for Blade A.

Figure 19

Figure 17. Polynomial (cubic) response surface on the subspace in Fig. 16(c) and a comparison between this polynomial and the CFD results in (b).

Figure 20

Figure 18. Comparing the cruise and sea-level subspaces ${\textbf{\textit{U}}}$: components of $\boldsymbol{u}_{1}$ are shown in (a) and components of $\boldsymbol{u}_{2}$ in (b).

Figure 21

Figure 19. Contours of efficiency as a function of its subspace ${\textbf{\textit{U}}}$ for Blade C at two different conditions: (a) sea-level; (b) cruise. The difference between successive contour levels is 0.2$\%$.

Figure 22

Figure 20. A parallel coordinates representation for higher efficiency designs at both cruise and sea-level conditions.

Figure 23

Figure 21. Comparison of higher efficiency designs at sea-level in (a, b and c) and at cruise in (d, e and f). Higher efficiency designs are shown in grey with the baseline shown in magenta. Geometries are scaled for proprietary reasons.