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b C cf d e k L
1
Process Diagram Symbol for Decision Hub-to-Shroud Passage Width Absolute Velocity Skin Friction Coefficient Diameter Surface Roughness Ratio of Specific Heats Linear Distance
LB m ns P Q Re R r s tb T U W z
Length of Blade Mean Camberline Mass Flow Rate Specific Speed Static Pressure Volumetric Flow Rate Reynolds Number Universal Gas Constant Radius Clearance Gap Width Blade Thickness Static Temperature Linear Velocity Relative Velocity Effective Number of Blades Blade Angle With Respect to Tangent Density Flow Coefficient Head Coefficient Velocity Total Pressure Loss Coefficient
flow diagram within figure one represents the general method created and currently used by GTSI for compressor and turbine sizing. Part 1 of this document, from this point forward, will limit its discussion to the turbocharger compressor analysis. The turbine performance analysis will be outline within Part 2. The process described within figure 1 is first conducted for the turbocharger centrifugal compressor. When a True value is obtained for the three decision blocks presented in figure 1 the compressor design procedure is complete. The same process is then followed for the turbocharger axial or radial turbine. Likewise, when a True value is obtained for the three decision blocks, the turbine design procedure is complete. The following discussion will proceed along this same path describing the procedure as it pertains to the compressor design cycle. Part 2 of this document will describe the procedure as it pertains to the turbine design cycle.
Subscripts:
B BL CL H inc l m o r s SF t U 1 2 3 4 5 6
Blade Blade Loading Clearance Hydraulic Incidence Laminar Meridional Component Stagnation or Total Condition Rough Wall Surface Smooth Wall Surface Skin Friction Turbulent Tangential Component Impeller Inlet Impeller Discharge Tip Diffuser Vane Inlet Diffuser Exit Volute / Scroll Inlet Volute / Scroll Exit
SYSTEMATIC DESIGN METHODOLOGY The term sizing generally implies the matching of existing components or the designing of new components to meet specific combustion engine air requirements. To ensure proper sizing a systematic design methodology is used when matching a turbocharger to a previously naturally aspirated combustion engine or trouble shooting an existing design. The
AIR SPECIFICATION The air specification dictates the combustion engines requirement for airflow rate as well as air and exhaust pressure. This specification will vary for different makes and models of combustion engines. Even for multiple, same model, natural gas combustion engines the air specification can vary depending on; 1) the local regulatory emission requirements, 2) style of aftermarket fuel injection and other associated equipment implemented, 3) ambient conditions the turbocharger will be operating within, and 4) the air specification authors method of calculating the required airflow rate and density needed to meet desired engine performance. This document typically includes, at a minimum, the following parameters for each design point the turbocharger is required to operate at: Barometric Pressure1 Ambient Temperature1 Intake Air Filtration Pressure Drop1 Compressor Discharge Pressure Turbine Inlet Pressure1 Turbine Inlet Temperature Turbine Discharge Pressure1 Air Mass Flow Rate Exhaust Mass Flow Rate
air specification in a manner, which reflects an extreme or impossible energy balance requiring the turbine to produce an unreasonable amount of energy. This of course, an incorrect practice, and typically a byproduct of the air specification writer attempting to use the turbocharger in a manner beyond which it was intended. Second, if the air specification does not closely approximate how the engine will react to being turbocharged, then expected on-engine performance will not be achieved and may require a few iterations at great time and financial expense to identify combustion air flow and density requirements. IDENTIFY APPROXIMATE PERFORMANCE MATCH Cursory review of the air specification leads to identifying the most suitable frame size or family of turbochargers, which will operate with reasonable efficiencies while meeting the specified airflow rate and air density requirement. Correcting existing compressor operating maps to ambient temperature and barometric pressure dictated by the air specification while overlaying the desired design points identifies the best-suited family of turbocharger compressor for the application. This comparison immediately identifies compressor surge margin, choke margin, basic operational stability, isentropic compressor efficiency, and overall capacity of the turbocharger compressor to achieve desired flow characteristics. EXTRACT EXISTING COMPONENT GEOMETRY Highly accurate geometry defining a flow path through each component of the centrifugal compressor is necessary to complete the aerodynamic analysis. This is achieved by parametrically modeling each component using a commercial software package. If two-dimensional drawings are not available to generate the parametric model, laser scanning of the actual part is an ideal source of accurate data. Dimensional data is required for the following components, typical of a centrifugal compressor stage: Inlet Guide Vane Inducer / Impeller Vaneless Diffuser Region Vaned or Vaneless Diffuser Vaneless Passage Scroll / Collector
It is worth noting that turbine inlet pressure is listed with a footnote identifying that its value within the air specification should appropriately represent the condition most difficult for the turbocharger to achieve. Elaborating on this, a pressure drop across the system from turbocharger compressor discharge to turbocharger turbine inlet exists. In essence, this pressure drop represents the systems (combustion engine, inter-cooler, associated manifold piping, and applicable after treatment) inability to conserve the turbocharger compressor discharge pressure. The turbine converts static pressure to dynamic head allowing it to extract kinetic energy from the exhaust gas. With mass flow being conserved the pressure drop across the previously described system represents, in a very general sense, the energy available to the turbine versus the energy required by the compressor. A greater system pressure drop provides less energy for turbocharger use and strongly influences the overall machine design requirements. Though not covered by the scope of this document, the system differential pressure does provide an intrinsic benefit to engine operation by generating a pressure gradient across the power cylinder volume. This pressure gradient enhances the displacement and/or entrainment of exhaust gasses. This action increases the mass of fresh air available for combustion during the following power stroke while also reducing cylinder operating temperatures. The accuracy of the air specification has significant importance for multiple reasons. First, it is possible to write the
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The vaneless diffuser region resides as the volumetric space separating the discharge edge of the impeller and inlet edge of a vaned diffuser. A vaneless passage is often present between the diffuser discharge and the entrance to the scroll. There are over 73 dimensional values required for the entire centrifugal compressor analysis. Fifty-six of them define the impeller; the remainder defines the pressure recovery system of controlled and uncontrolled diffusion. These dimensions include all clearance values for loss mechanisms such as windage, disk friction and blade tip leakage for open impellers.
indicates the operating condition most difficult for the turbocharger to achieve is that which is appropriately supplied within the air specification
PROCESS OPERATING CONDITIONS This step includes calculation of total thermodynamic inlet and discharge conditions, unit conversion to a standard format, and ensuring the data provided follows a logical thermal energy balance. The air specification typically provides the compressor inlet and discharge conditions with respect to static pressure, static temperature and air mass flow rate. This data, combined with the compressor inlet geometry and rotational velocity, permit the calculation of total temperature and pressure conditions. Equations one and two [1] provide some insight as to the general relationship between static and total thermodynamic conditions for an ideal gas.
This method employs numerous empirical fluid dynamic and loss correlations to supply the information not obtainable through the basic theoretical methods. As described by Aungier [3] the mean stream surface is identified as having no fluid velocity component normal to it (Fig. 2). The quality of results obtained directly depends on the validity of the empirical models in use. It is possible to tune the various loss models when a high quantity of experimental data is available from testing various stage sizes and types. The particular mean line flow code implemented by GTSI is based on over one hundred different stages ranging from flow coefficients (eq. 12) of 0.0090 to 0.16 [3].
P0 T0 k 1 k 1 2 k 1 M = = 1 + P T 2
(1)
M=
v kRT
(2)
COMPRESSOR PERFORMANCE ANALYSIS Centrifugal compressor flow analysis is mathematically intensive and iterative in nature. The calculations themselves are extremely taxing to conduct by hand. Therefore, in this era, most if not all methods of fluid dynamic analysis are performed computationally. Three-dimensional Computational Fluid Dynamics (CFD), two-dimensional multiple stream line and one-dimensional mean line are the three primary, commercially available, methods of dynamic fluid analysis. These modes of studying compressible and incompressible fluid fields vary in capability, dedicated time to produce a trusted result, and financial cost each carrying its own tradeoff. Computational fluid dynamic software models the conservation of mass, momentum, energy and scalar transport in terms of velocity, pressure, enthalpy and velocity potential. CFD software packages integrate complex algorithms to approximate the Navier-Stokes equations with a discretized 3D volume grid occupying the domain of interest [2]. This approach provides a high level of detail taking into account all geometrical influence and does not rely on a premise of good design practice to provide accurate results. The downside to CFD packages are; a cost nearing or exceeding $100,000 (2007 purchase pricing), intense amount of time consuming preparation prior to analysis required, possible variation of result based on the descretization of volume grid and/or misinterpretation of boundary conditions [2], and very high computational requirements. The author typically uses a mean line flow analysis to make appropriate adjustments to existing and performance proven compressor stage designs. New designs and significant changes initially begin as a mean line analysis followed by an in-depth CFD study coupled with experimental testing and validation. A mean line flow study analyzes performance along a mean stream surface through the various stage components.
Figure 2 Illustration of Mean Stream Surface Within Flow Passage of a Centrifugal Impeller [3] Loss models calculate a loss coefficient used as a total pressure bias within performance calculations. The following loss coefficients are imposed when and if appropriate for a particular centrifugal compressor stage. The corresponding percentage values within the impeller section give a general perspective of each loss models contribution to the impeller total loss coefficient for a carefully considered impeller of 18.0 inch bore nearing a flow coefficient of 0.07 (eq 12).
Impeller Loss Coefficients (LC) o 3.0% Inlet LC o 14.6% Incidence LC o 0.0% Inducer Diffusion LC o 0.0% Choke LC o 45.4% Skin Friction LC o 10.4% Blade Loading LC o 5.1% Hub-Shroud Loading LC o 0.0% Critical Mach Number LC o 1.7% Wake Mixing LC o 0.6% Blockage LC o 19.1% Clearance LC Vaneless Diffuser Region Loss Coefficients o Friction LC o Curvature LC o Diffusion LC Vaned Diffuser Loss Coefficients o Incidence LC o Friction LC o Blockage LC o Wake Mixing LC o Choking LC Vaneless Passage Loss Coefficients o Friction LC o Curvature LC o Diffusion LC Discharge Loss Coefficients o Meridional Velocity Dump LC o Tangential Velocity Dump LC o Skin Friction LC o Exit Cone LC
For turbulent flow (Re > 2000) with smooth wall boundary [3,4]:
(4)
For turbulent flow (Re > 2000) with rough wall boundary [3,4]:
(5)
SF
W 2 +W 2 1 2 2 = 4 (c f ) W1
( LB / d H )
(6)
Clearance: Open impellers have stationary shrouds disconnected from the impeller itself. The necessary gap between the impeller vane and the shroud allows the impeller to rotate without physical interference though a necessary gap separating the two components is a source of energy loss. As a function of directional rotation the impeller vane has a pressure side which leads in the direction of rotation and a suction side trailing behind. This creates a pressure differential across the clearance gap described above [3]:
pCL =
The impeller is the only component within the compressor to impart energy into the working fluid. Not surprisingly, the impeller has the highest number of total pressure loss models required to calculate the amount energy consumed by the compression process. For brevity sake, the detailed inner workings of each loss model listed are not outlined, instead a brief characterization of the primary impeller losses will be provided. 89.5% of the impeller total pressure loss coefficient represents the summation of the skin friction, clearance, incidence, and blade loading loss coefficients. Skin friction: is an energy loss due to a viscous fluid interacting with a wall boundary having zero velocity relative to the fluid interacting with it. The skin friction coefficient ( c f ) is dependent on the Reynolds number and surface roughness. For laminar flow (Re < 2000) [3,4]: