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CFX-BladeGen software is one of the most famous packages for solving the fluid flow field in turbo machinery applications. The used version in the present work is V 4.1. This software solves the fluid flow governing equations using the finite volume method; the used turbulence model in this version is the zero equation. Many authors have used this software and they reported good agreements between its solution and their experimental work. Banini E. [13] compared between the flow field solution using CFX-BladeGen software and a published measurements for the same cases. Khalil et al. [14] used this software for solving the flow field around an axial fan. Mizuki et al. [2] published detailed measurements of a three centrifugal compressors using yaw probes for measuring total and static pressure along the channel between blades. Elnashar et al. [15] compared between that measured data and the corresponding calculations using CFX-BladeGen software, and they reported a good agreement. Figure (4) shows sample of the grid generated by CFX-BladeGen for the engine 4M-1 impeller. The samples include steam wise, meridional, and span wise cuts respectively. Fig (4) Samples of the grid generated by CFX-BladeGen program, a-stream wise, b- Meridional and c- span wise cuts respectively

Figure 10 CFX-BladeGen software is one of the most famous packages for solving the fluid flow field in turbo machinery applications. The used version in the present work is V 4.1. This software solves the fluid flow governing equations using the finite volume method; the used turbulence model in this version is the zero equation. Many authors have used this software and they reported good agreements between its solution and their experimental work. Banini E. [13] compared between the flow field solution using CFX-BladeGen software and a published measurements for the same cases. Khalil et al. [14] used this software for solving the flow field around an axial fan. Mizuki et al. [2] published detailed measurements of a three centrifugal compressors using yaw probes for measuring total and static pressure along the channel between blades. Elnashar et al. [15] compared between that measured data and the corresponding calculations using CFX-BladeGen software, and they reported a good agreement. Figure (4) shows sample of the grid generated by CFX-BladeGen for the engine 4M-1 impeller. The samples include steam wise, meridional, and span wise cuts respectively. Fig (4) Samples of the grid generated by CFX-BladeGen program, a-stream wise, b- Meridional and c- span wise cuts respectively

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Further more, the calculations continued to determine the slip factor as described by Wisner [5] and the aerodynamic blockage using equation (5) as defined by Pampreen [6] throw the relations stated by Whitfield et al. [7], and Cumpsty [8].
Further more, the calculations continued to determine the slip factor as described by Wisner [5] and the aerodynamic blockage using equation (5) as defined by Pampreen [6] throw the relations stated by Whitfield et al. [7], and Cumpsty [8].
Determination of (a) requires solving the outlet velocity triangle (figure 2) using equations (6), (7) and (8), where Tsp is determined using Po» Too, and P,>.
Determination of (a) requires solving the outlet velocity triangle (figure 2) using equations (6), (7) and (8), where Tsp is determined using Po» Too, and P,>.
Table (1) Sample of the calculated experimental parameters at speed ratio of 90%
Table (1) Sample of the calculated experimental parameters at speed ratio of 90%
Solution of the previous equations (7, and 8) requires determination of (W 2) using equation (9), which in turn requires the value of exit total relative temperature using the concept of constant rothalpy explained by Matengly [9] using equation (10).
Solution of the previous equations (7, and 8) requires determination of (W 2) using equation (9), which in turn requires the value of exit total relative temperature using the concept of constant rothalpy explained by Matengly [9] using equation (10).
The slip factor could be determined using the following relations (equations 14, 15, 16, and 17) as follows
The slip factor could be determined using the following relations (equations 14, 15, 16, and 17) as follows
Fig (3), Velocity triangles before and after impeller LE
Fig (3), Velocity triangles before and after impeller LE
This loss model was examined through determination of the efficiency and pressure ratio of a real compressor then comparing between the loss model results and experimental data, which shows a good agreement as shown in table (1). Finally, the entropy gain factor (o) can be calculatec using equations (33, and 34), and the efficiency is calculatec using equation (35) as stated by Whitfield and Baines [7].
This loss model was examined through determination of the efficiency and pressure ratio of a real compressor then comparing between the loss model results and experimental data, which shows a good agreement as shown in table (1). Finally, the entropy gain factor (o) can be calculatec using equations (33, and 34), and the efficiency is calculatec using equation (35) as stated by Whitfield and Baines [7].
Fig (5), the engine 4M-1 impeller and its measuring device for obtaining of r, 0, z coordinates. Figure (5) shows the engine 4M-1 impeller and its measuring device for determination of r, 0, and z coordinates.
Fig (5), the engine 4M-1 impeller and its measuring device for obtaining of r, 0, z coordinates. Figure (5) shows the engine 4M-1 impeller and its measuring device for determination of r, 0, and z coordinates.
Fig (6) Contours of relative Mach number for hub-to-shroud and Blade-to-blade planes, obtained by CFX-BladeGen. Figure (6) shows contours of relative Mach number for hub to shroud and blade-to-blade planes for the same impeller, determined by CFX-BladeGen. Figure (7) shows contours of relative total pressure for hub to shroud and blade-to-blade planes for the same impeller, determined by CFX-BladeGen.
Fig (6) Contours of relative Mach number for hub-to-shroud and Blade-to-blade planes, obtained by CFX-BladeGen. Figure (6) shows contours of relative Mach number for hub to shroud and blade-to-blade planes for the same impeller, determined by CFX-BladeGen. Figure (7) shows contours of relative total pressure for hub to shroud and blade-to-blade planes for the same impeller, determined by CFX-BladeGen.
Fig (7) Contours of relative total pressure for hub-to- shroud and Blade-to-blade planes, obtained by CFX-BladeGen.
Fig (7) Contours of relative total pressure for hub-to- shroud and Blade-to-blade planes, obtained by CFX-BladeGen.
Fig (8) Impeller characteristics map
Fig (8) Impeller characteristics map
Fig (9) Pressure ratio error distribution of the empirical and 3-D CFX-BladeGen solutions
Fig (9) Pressure ratio error distribution of the empirical and 3-D CFX-BladeGen solutions
Fig (10) Efficiency error distribution of the empirical and 3-D CFX-BladeGen solutions
Fig (10) Efficiency error distribution of the empirical and 3-D CFX-BladeGen solutions
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