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115 The rotor is modelled based on two non-dimensional parameters, namely, loading coefficient Ρ° and flow coefficient π, as outlined by [231]. These parameters are shown in equations(β4-6)and(β4-7)in the previous chapter. The rotational speed π4and the meridional velocity πΆπ5 at the rotor outlet can be calculated because the loading coefficient Ρ° and flow coefficient π are imported from the optimisation algorithm. Thus, the velocity triangle in Figure β5-2 and the flow angles at the rotor inlet can be calculated. Given the absolute velocity at rotor inlet πΆ4 is now known, the static enthalpy π4can be calculated using the First Law of Thermodynamics. The π β π diagram in Figure β4-3 shows that π 4 =π π4. To obtain π π4, the stagnation pressure ππ4 is calculated using equation(β5-32)[234]. Therefore, all other stagnation properties, includingπ π4, at the rotor inlet can be obtained using EoS at {π04 = π01 , π 4 = π 04 }. π =π β ππ1βππππ‘ 1βΙ³π‘π (β5-32) π4 01 4Ι³π‘π Consequently, the static thermodynamic properties at the rotor inlet can be found using the EOS at {π4 , π 4 }, as shown in equation (β5-33). (β5-33) The rotor exit geometry and thermodynamic properties are obtained in the same manner as in the specific speed approach (Section β5.3.2.1). 5.3.3 Interspace Modelling A small space between the stator trailing edge and rotor leading edge is essential for the nozzle wakes to mix out before entering the rotor [231]. However, the value of the interspace is a trade-off among reduced mechanical coupling, large-size turbine and increased pressure losses. The increase in interspace distance results in higher fluid friction and boundary layer, whereas reducing the interspace distance will result in lower blade row interaction [231]. In his CFD analysis, White [13] stated that the π ,π =π =πΈππ π ,π,π,π ,πππ’ππ 4404 4444PDF Image | Automotive Radial Turbine Expander Design WHR
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