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188 Table 6-1: Comparison between the proposed methodolgy and CFD results. Parameter Total pressure Total temperature Static pressure Static temperature Absolute velocity Total pressure Total temperature Static pressure Static temperature Absolute velocity Pressure ratio Mass flow rate Isentropic efficiency Rotational speed Symbol (Unit) 𝑃04 (𝑘𝑃𝑎) 𝑇04 (𝐾) 𝑃 (𝑘𝑃𝑎) 4 𝑇 (𝐾) 4 𝐶4 (𝑚 𝑠) 𝑃05 (𝑘𝑃𝑎) 𝑇05 (𝐾) 𝑃5 (𝑘𝑃𝑎) 𝑇5(𝐾) 𝐶5 (𝑚 𝑠) 1D Method Rotor Inlet CFD 740.25 470.35 307.74 457.71 139.8 165.25 451 130 447.98 71 6.9 0.807 73.85 40,000 Rotor Exit 743.20 470.41 317.61 460 148.40 166.43 452.10 130 449.70 66.20 Performance Summary 𝑃𝑅 (−) 𝑚. 𝑘𝑔 𝑠 𝜂𝑡𝑠 (%) 𝑁 (𝑟𝑝𝑚) 6.9 0.80 74.40 40,000 6.3.6.2 Results at Off-Design Points The aerodynamic behaviour of the turbine is crucially influenced by the Mach number of the flow. In turbines, the Mach number depends on the rotational speed, the pressure ratio through the stage, and the speed of sound of the working fluid. The results in the previous sub-section indicated that the flow choked at the interspace (gap between stator and rotor). This means that the turbine operates at fixed mass flow rate, regardless of the pressure ratio. This, in turn, results in shock waves and performance deteriorationof the turbine. However, higher values of specific power are achieved at choked flow. Therefore, the turbine was designed to operate at choked conditions based on the simulation of the thermodynamic cycle. In the current CFD simulation, pressure ratio and the turbine speed are under the control of the designer. Therefore, they were changed and the simulation was re-run as shown in the next paragraphs.PDF Image | Automotive Radial Turbine Expander Design WHR
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