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1.9 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1 m=0.1kg/s m=0.5kg/s m=1kg/s 0 10 20 30 40 50 Rotational Speed x1000 (rev/min) Figure 7: Pressure Ratio across the Turbine Wheel at Different Rotational Speed and Mass Flow Rate design of turbine housing with small inlet flow and inlet nozzle to guide the flow into the turbine wheel. 4.1 Lubrication System Oil-based lubricant is applied to lubricate the bushing and shaft in the turbocharger. This lubrication system is not suitable in this 1 kW ORC turbine due to high differential pressure between evaporator outlet and condenser inlet. A separate oil pump with an external oil circuit is required for the ORC turbine. However, the mixture of oil and refrigerant will reduce the lubricating film thickness on the bearing and shaft which will be discussed in the following section. The proposed design would use working R245fa as direct lubrication which is described in the following section. 85 75 65 55 45 35 m=0.1kg/s m=0.5kg/s m=1kg/s 0 10 20 30 40 50 Rotational Speed x1000 (rev/min) Figure 8: Turbine Total-to-Static Efficiency at Different Rotational Speed and Mass Flow Rate 5. EXPERIMENTAL TESTING OF TURBOCHARGER Turbochargers cannot be directly applied into ORC system due to excessive leakage, poor sealing, unsuitable housing geometry and lubrication issues. The chosen turbocharger was tested in research laboratory in University of Canterbury with the following findings. 5.1 Leakages Excessive leakage was found through the turbo gasket which is sandwiched between the turbine casings. The second major leak site was the bypass valve which is originally used to limit the pressure ratio across the turbine section and prevent over-speed of the shaft. The third leak site was along the shaft from the turbine side to the compressor side. Proper seal is not required in turbocharger as the exhaust gas could be safely released to the atmosphere. 5.2 Housing Geometry Turbochargers are usually designed for large exhaust flow rate. Thus, a low pressure ratio was found by testing the turbocharger at a small 0.05 kg/s mass flow rate of compressed air. The chosen turbocharger does not have a nozzle to direct and accelerate the flow into the turbine wheel, thus reducing the overall turbine efficiency. Lastly, the cross-sectional area of the volute is over-sized for the desired mass flow rate. The ORC turbine requires a new Figure 9: Laboratory Test Rig of Turbocharger TC-1 6. MODIFICATION OF TURBOCHARGER INTO ORC TURBINE This section discusses the modification required to convert a turbocharger into ORC turbine. From the laboratory testing of the turbocharger, it was concluded that the turbine wheel would be adapted but the casing and bearing would be re-designed and re-selected. The turbine casing would be re-designed to a fully enclosed model to avoid leakage through open drive shaft. The turbine shaft would be coupled with a magnetic coupling which facilitates the coupling with an external high speed generator. O-rings will be installed between the turbine casings to prevent leakage of high pressure working fluid through the casing’s gap. Figure 10 and Figure 11 show the proposed design of ORC turbine by retrofitting the turbocharger. Modular block design is proposed in the design of prototype in order to simplify the manufacturing process. Figure 10: Isometric View of Proposed ORC Turbine 35th New Zealand Geothermal Workshop: 2013 Proceedings 17 – 20 November 2013 Rotorua, New Zealand Total-to-static Efficiency Total-to-static Pressure RatioPDF Image | TURBOCHARGER AS TURBO-EXPANDER FOR ORGANIC RANKINE CYCLE
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