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mentioning that the mesh number and the turbulence model used were verified by mesh independency and various turbulence models provided in ANSYS-CFX, respectively. The details of verification can be found in Reference [19] published by our research group. The boundary conditions for validations are adopted using the design conditions in Table 1. It is noted that a modeling test was conducted with a T-100 turbine of a real geometry size (shown in Appl. Sci. 2018, 8, 2038 11 of 16 Table 3), so the test boundary conditions are different from the design parameters. That is to say, the aerodynamic performance of T-100 turbine was tested under lower pressure and lower temperature models provided in ANSYS-CFX, respectively. The details of verification can be found in Reference [19] at turbine inlet, and lower rotor rotational speed conditions (as shown in Table 5) according to published by our research group. similarity and modularization theory of turbomachinery. (a) Whole computation domain (b) Tip clearance mesh closeup Fiigure 10.. Computtattiionall mesh off tthe T-100.. Table 4. Mesh statistic information. Cases T-100 Optimal Nozzle 156,925 156,925 Rotor 289,363 289,363 Diffuser 629,520 517,200 The boundary conditions for validations are adopted using the design conditions in Table 1. It is noted that a modeling test was conducted with a T-100 turbine of a real geometry size (shown in Table 3), so the test boundary conditions are different from the design parameters. That is to say, the aerodynamic performance of T-100 turbine was tested under lower pressure and lower temperature at turbine inlet, and lower rotor rotational speed conditions (as shown in Table 5) according to similarity and modularization theory of turbomachinery. Table 5. Design condition of the test rig. Items Inlet total temperature Inlet total pressure Outlet static pressure Rotational speed Unit Value [K] 477.59 [kPa] 405.26 [kPa] 70.73 [r/min] 71,665 Table 6 shows the total-to-static efficiency under design condition. It can be seen that the CFD results are just a little higher than those of the preliminary design and the T-100 preliminary result is in good agreement with the experimental data. It is worth mentioning that the mass flow rate of CFD is a little lower than the given preliminary value, about less than 1%. In order to compare, the mass flow rate of the modeling test was transferred to the design condition according to the similarity and modularization theory of turbomachinery. The result shows that the experimental mass flow rate is a bit bigger about 1% than the design value. Figure 11 gives the comparison of total-to-static efficiency between the CFD and the experimental data under a range of velocity ratios, and it can be seen that the T-100 CFD results are a little higher than those of the experiment under each condition due to the ignorance of windage loss and flow non-uniformity at the volute outlet in the CFD simulations, but the changing trend of both results are in good agreement. It is worth mentioning that, through the mean line optimization, the optimal velocity ratio is 0.75 because the optimal rotation speed is higher than the original design speed.PDF Image | Design and Optimization Approach for Radial Inflow Turbines
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