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Research Article
On Mixed Flow Turbines for Automotive
Turbocharger Applications
Bernhardt Luddecke, Dietmar Filsinger, and Jan Ehrhard
IHI Charging Systems International GmbH, Engineering Division, Haberstrae 24, D-69126 Heidelberg, Germany
Correspondence should be addressed to Bernhardt Luddecke, b.lueddecke@ihi-csi.de
Received 19 December 2011; Accepted 8 June 2012
Academic Editor: Nick C. Baines
Copyright 2012 Bernhardt Luddecke et al. This is an open access article distributed under the Creative Commons Attribution
License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly
cited.
Due to increased demands for improved fuel economy of passenger cars, low-end and part-load performance is of key importance
for the design of automotive turbocharger turbines. In an automotive drive cycle, a turbine which can extract more energy at
high pressure ratios and lower rotational speeds is desirable. In the literature it is typically found that radial turbines provide peak
eciency at speed ratios of 0.7, but at high pressure ratios and low rotational speeds the blade speed ratio will be low and the rotor
will experience high values of positive incidence at the inlet. Based on fundamental considerations, it is shown that mixed flow
turbines oer substantial advantages for such applications. Moreover, to prove these considerations an experimental assessment
of mixed flow turbine eciency and optimal blade speed ratio is presented. This has been achieved using a new semi-unsteady
measurement approach. Finally, evidence of the benefits of mixed flow turbine behaviour in engine operation is given. Regarding
turbocharged engine simulation, the benefit of wide-ranging turbine map measurement data as well as the need for reasonable
turbine map extrapolation is illustrated.
1. Introduction
Due to emission legislation, turbocharging of the automotive
internal combustion engine is becoming common practice.
This is not only the case for Diesel engines but also for
gasoline engines. Turbocharging the internal combustion
engine helps to achieve the required emission levels while
maintaining suitable driving characteristics. The key requirements for new turbochargers are improved performance over
a wide operating range while meeting increasingly strict
packaging constraints.
To date radial flow turbines (RFTs) are mostly employed
in turbocharger applications for automotive engines. This
paper describes characteristics about mixed flow turbines
(MFTs) leading to the conclusion that such turbines provide considerable advantages for fulfilling the demands in
automotive turbocharger applications. In Figure 1, the mixed
flow turbine geometry definition employed throughout this
article is illustrated.
A dominant role for the turbine performance is incidence, that is, the dierence between rotor inlet flow angle
b3.5
4s
D4h
D3.5h
D4s
D3.5s
(a)
(b)
p3t
p3.5t
3t
3.5t
p3s
3s
p3.5s
h
3.5s,is
3.5s
4t
p4s
2
2
D3.5h
+ D3.5s
.
2
Total-to-static turbine eciency is defined as:
D3.5 =
T,ts =
htt,stage
h3t h4t
=
.
h3t h4s,is,is
hts,stage,is
p4t
(1)
(2)
4t,is,is
4t,is
4s
4s,is,is
4s,is
(3)
(4)
3.5
w3.5
c3.5
3.5
T,ts,opt = 1.
(9)
(a)
Exit:
c4 velocity triangle
without
exit swirl
= 1.
opt opt
(10)
u4
(b)
u3.5
cs
=
opt
1
= 0.707.
2
(11)
(c)
w4
Exit:
c4
velocity triangle
with exit swirl
u4
(12)
(5)
hts,stage,is htt,stage
=
= s T,ts .
hts,stage,is
u23.5
c3.5
.
=
u3.5
(6)
(7)
htt,stage
u23.5
u3.5
=
= 2
hts,stage,is
cs 2 /2
cs
2
cm3.5
tan 3.5 .
u3.5
(8)
(13)
= 1
(14)
u3.5
cs
=
opt,RFT,real
T,ts
=
2
0.7
0.67.
2 0.77
(15)
Hence for these parameters and also for a radial turbine, the
actual optimum eciency is occurring at a blade speed ratio
below 0.707!
Considering mixed flow turbines, the consequences are
as follows. For simplification, the characteristics of a MFT
are explained assuming a RFT with back sweep as depicted
in Figure 6.
The optimum flow turning within the backswept rotor is
achieved for negative incidence, which in fact means almost
radial inflow. Thus 3.5 0 . The corresponding loading for
optimum incidence is hence calculated to
opt,MFT
= 1.
(16)
3.5 = 20
b3.5 =
3.5 = 0
c3.5
i 3.5 = 20
w3.5
u3.5
PS
i 3.5 = 0
SS
PS
>0
c3.5
b3.5 = 0
i 3.5 =
20
w3.5
PS
3.5 = 40
c3.5
b3.5 = 0
i3.5 =
u3.5
SS
SS
SS
SS
>0
3.5 = 20
w3.5
u3.5
PS
PS
SS
c3.5
b3.5 = 0
40
u3.5
SS
PS
PS
w3.5
SS
PS
>0
>0
Figure 5: Radial flow turbine inflow characteristics for dierent incidence angles.
u3.5
cs
opt,MFT,real
T,ts
=
=
2
0.7
0.59.
21
(17)
This relationship between blade speed ratio and turbine eciency is illustrated in Figure 7. The independent parameter
for the two plotted curves is blade loading. The two examples
derived in the previous section as well as the often quoted
value of (u3.5 /cs )opt = 0.707 are highlighted.
The fact that optimum incidence is achieved at higher
blade loading for mixed flow turbines has been reported
by several authors. Even optimum blade loading values
exceeding unity have been reported (e.g., [12, 13]). The
reason why mixed flow turbines behave like radial flow
turbines with back sweep is illustrated in Figure 8. When a
mixed flow turbine wheel is approached by a flow vector
perpendicular to its inlet edge (green vector), a triangle
between the radial and the actual flow direction can be drawn
(lines: green, white, red). In other words, this means that
the flow is not purely radial but has an axial component. By
additionally leaning the blade with a nonzero rake angle, this
triangle is rotated (lines: blue, white, red). The bottom line
is that the resulting flow vector that approaches the blade is
(18)
i 3.5 = 40
SS
3.5 = 0
c3.5
20
w3.5
i3.5 = 20
u3.5
PS
c3.5
b3.5 = 20
SS
u3.5
PS
PS
>0
3.5 = 20
b3.5 =
>0
c3.5
20
i 3.5 = 0
SS
SS
SS
PS
w3.5
w3.5
3.5 = 40
w3.5
i 3.5 = 20
u3.5
SS
PS
c3.5
b3.5 = 20
PS
SS
>0
u3.5
PS
SS
PS
>0
hss,rotor
h3.5s h4s
=
.
htt,stage
h3t h4t
(19)
R=
2
2
h3.5t c3.5
/2 h4t c42 /2
c3.5
c42
.
=1
h3t h4t
2(h3t h4t )
(20)
2
2
2
2
c4
c3.5
+ cr35
+ cz4
c2 c42
= 1
R = 1 3.5
2 c3.5 u3.5
2 c3.5 u3.5
=1
c3.5
=1
.
2u3.5
2
(21)
From this, a relationship between (u3.5 /cs )opt and the degree
of reaction, depending on the turbine eciency, is derived:
u3.5
cs
=
opt
T,ts
.
4(1 R)
(22)
0.9
0.8
0.7
0.6
0.5
0.4
0.4
0.5
0.6
0.7
0.8
T,ts []
0.9
1.1
=1
= 0.77
Figure 7: Optimum u3.5 /cs versus assumed stage eciency for two
dierent blade loadings.
Figure 8: Degrees of freedom for mixed flow and radial flow turbines.
0.9
PIT,ts = 1.5 to 3
Eciency
0.8
MFT
0.7
RFT
0.6
0.5
0.2
0.4
0.6
u/cs
0.8
0.05
1.2
1.1
Turbine eciency ()
0.9
0.8
0.7
0.6
0.1
0.5
0.4
0.2
0
0.1
0.2
0.8
0.9
T,ts = 0.7
T,ts = 0.8
T,ts = 1
T,ts = 0.4
T,ts = 0.5
T,ts = 0.6
MFP / e5 m s k0.5
=1
0.3
Figure 10: Optimum u3.5 /cs versus degree of reaction in dependency on turbine eciency.
0.2
Expansion ratio ()
T(t) = J (t).
(24)
1
T,ts (t)
(g (t)1)/g (t)
PIT,ts ()
3.5
3
2.5
2
1.5
1
0.4
0.45
0.5
0.55
u/cs ()
0.6
0.65
(25)
4.5
01
(23)
0.
(t)
nT (t) nT (t 1) 1
= 2
.
t
t
60
=
(t)
(26)
PT,tm (t)
.
Pts,is (t)
(27)
IR
m
.s
ax
pe
ed
lim
0.1
it
300
10
1.1
Acceleration torque
Instantaneous turbine eciency
Extrapolation of instantaneous turbine eciency
Limits due to min. and max. speed
Power acceleration
1.2
1
0.8
0.6
0.4
0.2
0
1
1.25
1.5
1.75
PIT,ts
2.25
2.5
(u/cs )runawa y @ T3 = 20 C
(u/cs )runawa y @ T3 = 400 C
1.1
Acceleration torque
Instantaneous turbine efficiency
Extrapolation of instantaneous turbine efficiency
Interpolated static measurement data
Measured runaway point
Power acceleration
T,ts ()
300
Power acceleration/ (W)
0.05
11
0.1
PIT,ts ()
0.2
Boost pressure
12
20 kPa
0.5 s
Time
Base configuration
Base + TiAl
Base + TiAl, 95% T-ey
Nomenclature
p:
ptot :
u3.5 /cs :
PI (also ):
c:
w:
u:
h:
C:
D:
cs :
R:
i:
m:
n:
t:
t:
P:
T:
h:
s:
Abbreviations
CFD:
MFP:
RFT:
MFT:
13
Greek Symbols
:
:
b :
:
:
:
:
:
Indices
opt:
s:
t:
z:
r:
is:
ss:
tt:
ts:
3:
3.5:
4:
m:
T:
:
Optimum
Static
Total
Axial, in z-direction
Radial
Isentropic
Static to static
Total to total
Total to static
Turbine stage inlet
Turbine wheel inlet
Turbine (wheel) exit
Meridional
Turbine
Circumferential
Acceleration.
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