Design methodology of a low pressure turbine for waste heat recovery via electric turbocompounding

Abstract

This paper presents a design methodology of a high performance Low Pressure Turbine (LPT) for turbocompounding applications to be used in a 1.0 L “cost-effective, ultra-efficient heavily downsized gasoline engine for a small and large segment passenger car”. Under this assumption, the LPT was designed to recover the latent energy of discharged exhaust gases at low pressure ratios (1.05–1.3) and to drive a small electric generator with a maximum power output of 1.0 kW. The design speed was fixed at 50,000 rpm with a pressure ratio, PR of 1.08. Commercially available turbines are not suitable for this purpose due to the very low efficiencies experienced when operating in these pressure ratio ranges. By fixing all the LPT requirements, the turbine loss model was combined with the geometrical model to calculate preliminary LPT geometry. The LPT features a mixed-flow turbine with a cone angle of 40° and 9 blades, with an inlet blade angle at radius mean square of +20°. The exit-to-inlet area ratio value is approximately 0.372 which is outside of the conventional range indicating the novelty of the approach. A single passage Computational Fluid Dynamics (CFD) model was applied to optimize the preliminary LPT design by changing the inlet absolute angle. The investigation found the optimal inlet absolute angle was 77°. Turbine off-design performance was then predicted from single passage CFD model. A rapid prototype of the LPT was manufactured and tested in Imperial College turbocharger testing facility under steady-state and pulsating flow. The steady-state testing was conducted over speed parameter ranges from 1206 rpm/K0.5 to 1809 rpm/K0.5. The test results showed a typical flow capacity trend as a conventional radial turbine but the LPT had higher total-to-static efficiency, ηt-s in the lower pressure ratio regions. A maximum total-to-static efficiency, ηt-s of 0.758 at pressure ratio, PR ≈ 1.1 was found, no available turbines exist in this range as parameters. A validation of the predicted single passage CFD analysis for the off-design performance against the LPT test result found a minimum total-to-static efficiency Standard Deviation of ±0.026 points for the speed parameter of 1507 rpm/K0.5. A minimum Mass Flow Parameter Standard Deviation of ±0.091 kg/s K0.5 bar is found at 1206 rpm/K0.5

Computational performance of a-100 kW low pressure turbine to recover gas turbine exhaust energy

“…Figure 7. Turbine Assembly on the Eddy current dynamometer in Imperial College turbocharger testing facility [10].…”

“…The testing of the 1 kW LPT turbine was done in Imperial College turbocharger testing facility. The full data for the testing can be find in the reference [10]. Figure 7 shows the experimental set up and the LPT turbine assembly of the Eddy Current dynamometer that is available in the facility.…”

“…Many engine technologies are developed to improve the engine efficiency and minimise the carbon emission due to stringent governmental policies [6][7][8][9]. Thus, recovering energy losses will exploit the fuel energy on a vehicle at its optimum potential and increase the combustion efficiency [10].…”

“…The turbocompounding is operated by mounting additional turbine downstream of the turbocharging system [18]. This downstream turbine is known as low pressure turbine (LPT) that retrieves waste heat from upstream turbine (high pressure turbine) [10,19].The turbocompounding is by far the best choice compare to ORC and TEG due the bolt-on concept to simplify the assembly process and the manufacturing cost is cheaper than the other two concepts [10,[20][21][22][23][24].…”

Power recovery exemplification using turbocompound technique on diesel engines

“…Nos estudos dos autores [13] e [14], foram utilizadas turbinas de potência de alto desempenho acopladas a um alternador de 1 kW para recuperar energia de motores a gasolina 3 cilindros. Pelo motor ser pequeno, foi necessário encontrar o ângulo ótimo das pás da turbina de potência para utilizar razões de expansão na ordem 1,1, atingindo-se reduções no consumo de combustível de 2,6% em cargas parciais.…”