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189 At high pressure ratio, the mass flow parameter is nearly in the same level as shown in Figure 5-22. In this case, the mass flow rate becomes intensive to the pressure ratio i.e. flow is choked. Therefore, it was very essential to run the simulation at different operating conditions. Since the choking began at PR = 4 as shown in Figure 5-22,the simulation results at PR = 3 were presented. This was performed by reducing the inlet stagnation pressure from 900 kPa to 400 kPa at the stator inlet. Figure 6-20 presents the Mach number distribution through the turbine stage. The figure clearly shows that there is no choking at the interspace between the stator exit and rotor inlet, and the Mach number at this region is ≤0.93.However, the turbine geometry was built based on the cycle conditions presented in section 6.3.5. Running the turbine at off-design points, such as PR=3, results in a non-optimum turbine performance which results in deficient flow as shown in Figure 6-21. At 50% of the rotor blade, a flow recirculation is formed at the rotor leading edge in the pressure side because of the non-optimum incidence angle, before mixing out with the main stream. At 90% span, a flow separation is noticeable at about 43% of the axial length of the rotor passage starting from the rotor leading edge. Compared to the flow conditions in Figure 6-18, the velocity streamlines at off-design conditions are deficient, although no choking was noticed. At these conditions ( 𝑁 = 40,000 𝑟𝑝𝑚 𝑎𝑛𝑑 𝑃𝑅 = 3) , the turbine power and isentropic efficiency were2.65 kW and 65.1%, respectively, compared to 13.56 kW and 73.85% at the design point. Figure 6-20: Mach number distribution at off-design conditions (N=40,000 rpm, PR=3).PDF Image | Automotive Radial Turbine Expander Design WHR
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