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the outer portion of the exit annulus and underturned near the hub. Results of the DENTON code for this reduced inlet angle case indicate that the 20 reduction reduces total pressure changes by noticeable amounts. Total Pressure Ratio Calculated total pressure distribution on the cross-channel surface at station 4 is shown in figure 9. To compare with experimental data, the rotor exit to turbine-inlet total pressure ratios on this cross-channel surface are circumferentially mass averaged at each grid location between hub and shroud. The radial distributions of the pressure ratios are compared in figure 10. Figure 10(a) compares the computed results with the experimental data. The computed case is again the one that uses the experimental operating condition, cusps at the leading and trailing edges, and the mass-averaged experimental value of 73.60 absolute flow angle at the rotor inlet. The overall level of the total pressure at station 4 remains at about the same level for the two computed cases with the blunt and rounded leading edges. And, except in a small region near the hub, the calculated pressure ratios are underpredicted relative to the experimental data. In spite of the efforts made to reduce the numerical losses by using fine grids near the leading and trailing edges, by using cusps, and by extending the upstream computational domain beyond the rotor-inlet survey location (station 3), itappears that the overall effect of the entropy change on the total pressure ismore than the effect of actual viscosity on the total pressure in the experimental flow. For this experimental rotor blade, which was designed thick to incorporate internal cooling and designed for a higher than optimum work factor, entropy changes due to the finite-difference errors 'result in large total pressure losses. Large entropy and total pressure changes resulted around the leading edges, particularly on the suction side. Because of the large blockage from the thick trailing edge, especially at the hub (78.7 percent), the use of even finer grid spacings near the leading and trailing edges only requires unneces sarily finer time steps without further reducing the numerical errors. No further effort was made to modify the code to increase the currently available number of grid spaces for the cusp at the leading edge. Compared with the ideal total pressures between the rotor inlet and exit, the calculated total pressures for the blunt leading-edge case show about 6-percent error at K = 1 (at the hub), 5-percent error at K = 6, 7-percent error at K = 11 (midspan), 10-percent error at K = 16, and 12-percent at K = 21 (tip). Figure 10(b) shows the effect of reducing the rotor-inlet absolute flow angletowardtheoptimumincidenceangleby20. Theeffectisshownusingthe blunt leading-edge case. The reduction results in a reduction of total pres sure losses. Compared with the ideal total pressures, the calculated total pressures for the reduced inlet flow angle show about 7-percent error at the hub, 4-percent at the midspan, and 9-percent at the tip. With this reduction, the calculated total pressures are at about the same level as the viscous experimental flow. Mass Flow For the same rotor operating conditions used In the experiment (table I), itwas anticipated that the mass flow rate calculated by the inviscid code 6PDF Image | 3-D Inviscid Analysis of Radial Turbine Flow
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