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84 6 Radial turbine design for a micro-ORC test setup Table 6.4: Stator simulation results with different stator geometries Case 1D design Geometry 1 Geometry 1 Geometry 2 Geometry 2 Geometry 3 Geometry 3 Geometry 4 Geometry 4 Geometry 5 Geometry 5 pin pt pout [bar] [bar] [bar] cout Ma αout ηtot−st [m/s] [-] [deg] -ηrel,[%] k−ωSST k−ε k−ωSST k−ε k−ωSST k−ε k−ωSST k−ε k−ωSST k−ε 7.9 5.1 7.6 4.5 7.6 4.5 7.6 4.5 7.6 4.5 7.6 5.0 7.6 5.0 7.7 4.5 7.7 4.5 7.8 5.0 7.8 5.0 0.4 0.38 0.38 0.40 0.41 0.41 0.41 0.40 0.40 0.43 0.43 289.7 2.18 69.4 309.3 2.33 71.1 292.6 2.17 69.8 304.5 2.30 71.7 297.9 2.23 71.8 300.9 2.27 71.7 295.9 2.22 71.6 306.8 2.32 71.9 298.1 2.24 71.2 305.7 2.31 73.1 300.8 2.27 73.1 0 + 11.1 + 0.7 + 9.8 + 6.6 + 8.1 + 5.4 + 11.1 + 5.7 +12.3 + 9.6 compared to the results obtained by using k − ε-turbulence model. The inlet pressure ranges from 7.6 bar to 7.8 bar in the simulations while the inlet pressure used in the 1D turbine design was 7.9 bar. The CFD simulations predict slightly larger flow angles at the stator outlet when compared to the 1D design. The total-to-static state efficiency of the stator was calculated by using the area averaged velocity at the stator outlet, and the results shows that a higher effciciency is predicted by the CFD-simulations with all the studied geometries when compared to the estimation in the preliminary turbine design. The k − ω-turbulence model predicts higher total-to-static efficiencies with all the studied geometries when compared to the results obtained by using the k − ε-turbulence model. Experimental results are needed in order to further evaluate the accuracy of the used tur- bulence models. In general, only small differences in the obtained results can be observed when comparing the results obtained with stators in which the divergent section of the nozzle is not designed by using MOC (Geometry 1-Geometry 4) and the results obtained with a stator Geometry 5 adoptiong the nozzle divergent section designed by using MOC. It should be noted that the stator simulations do not take into account the losses related to the stator-rotor interaction(Rinaldi et al., 2013) and to the reflection of shock waves from the rotor blades, and thus, the actual efficiency of the stator is estimated to be slightly lower than the one predicted with steady CFD-simulations. The studied stator geometries and the velocity contours obtained by using k − ω SST- Turbulence model are presented in Figures 6.5a-6.5e. Based on the results, all the studied geometries have a relatively similar flow field upstream the stator trailing edge. The most significant differences between the studied geometries can be obsereved in the direction of the shock waves and the viscous wake leaving from the trailing edge. The wakes and the oblique shock waves results in non-uniformity in the pressure, velocity magnitude, and flow angle at the stator outlet with all the studied geometries.PDF Image | WORKING FLUID SELECTION AND DESIGN OF SMALL-SCALE WASTE HEAT RECOVERY SYSTEMS BASED ON ORGANIC RANKINE CYCLES
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