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Results shown in bold will be referred to later.
2010 S. L. Dixon and C. A. Hall. Published by Elsevier Inc. All rights reserved.
DOI: 10.1016/B978-1-85617-793-1.00013-4
425
426 Appendix B: Preliminary Design of a Centrifugal Compressor for a Turbocharger
Table B.1
M1,rel 0.7 0.75 0.8 0.85
and
cx1 0:3716 338:5 125:8 m=s.
As 01 p 01 /(RT 01 ) 1.249 kg/m 3 , 1 1.249/1.0704 1.1669 kg/m 3 . Thus, rs1
2
7:5/
0:8037 1:1669 125:8 0:02024 and
rs1 0.1423 m and rh1 0.0630 m:
and the flow angle 2 tan1(c2/cr2) 69.60 (measured from the radial direction).
From the continuity equation, eqn. (1.8), m_ 2 A2 cr2 7:5 kg/s and A2 2r2b2, so to solve for
b2 we need to determine the density, 2 p2/(RT2).
Now
h02s h01 T02s =T01 1
i
h02 h01 T02 =T01 1
and
T02 W
1 1.4289
T01 Cp T01
and T02 418.7 K.
2
In this design Ns 0.5/0.75, where cx1/U2 118.7/373.4 0.3179 and W/U22 126:3 103 /373:42 0:9058.
Hence, Ns 0.607 (based on inlet axial velocity).
428 Appendix B: Preliminary Design of a Centrifugal Compressor for a Turbocharger
Hence, with i 0.92, we obtain T02s/T01 1.3946 and p02/p01 3.203; therefore,
p02 336.3 kPa,
c22
T2 T02 353.9 K so T2 /T01 1.2080 and T02 /T2 1.1830,
2Cp
,
T02 =1
p2 p02 186.7 kPa.
T2
b2 1:95
0:0736:
r2 26:5
p
At impeller exit the Mach number, M2 c2/a2, where a2 RT2 377:1 m/s,
M2 360:8=377:1 0.957.
r2
cr2d cr2 114:36 m=s, 2d cos 1 114:36=307:5 68.16,
r2d
Flow in the Vaneless Space 429
c2d c22d c2r2d 0:5 328:1 m=s, T2d T02 c22d =2Cp 418:7 328:12 =2010 365:2 K,
An Iterative Procedure
The flow at entry to our vaneless diffuser space is in a high subsonic Mach number range and one
might expect a significant change in Mach number to occur across the diffuser. So, in the following
analysis a progressive series of approximations is used to try and discover just how much the density
(and Mach number) changes.
In the first approximation, the radial velocity at radius r2d is obtained using the incompressible log-
spiral approximation:
cr2d cr2 r2 =r2d 125:8=1:1 114:3.
Hence,
c2d c22d c2r2d 0:5 307:52 114:32 0:5 328:06 m=s.
In the second approximation, we can determine T2d and p2d at radius r2d:
T2d T02 c22d =2Cp 418:7 328:062=2010 365:2 K,
p2d p02 =T02 =T2d =1 336:3 103 =418:7=365:23:5 208:4 kPa,
This iteration has provided sufficient convergence so that the Mach number M2d and flow angle 2d
can be determined:
p p
M2d c2d = RT2d 324:9= 1:4 287 366:1 0.847,
This calculation shows that, for this spiraling flow with a high subsonic Mach number, the change
in radius between the impeller exit and the entrance to the vaned diffuser actually causes only a small
change in Mach number and flow angle.
A more elegant method of solution for the flow in the vaneless space is to use the compressible
flow equation:
1
m_ p M 1 2 21= 1
Cp T0 p 1 M . 1:38
A n p0 1 2
An M
3 constant:
1 15 M2
It will be appreciated that An is the area 2rb and the change in area we are considering is controlled
by the radial direction r. It is thus necessary to apply this expression to the change in radius from r2 to
r2d using the radial component of M.
At entry to the vaneless space, M2 0.957 and 2 69.6, so that M2r 0.957 cos 69.6 0.3336.
Hence, we need to solve for M2r in the expression
Substituting r2d /r2 1.1 and M2r 0.3336 we can solve iteratively (or using tables) to obtain
M2r 0.2995. With 2 69.6, we find M2d 0.858.
Determining the Mach number change across the vaneless space may be regarded (in this instance)
as just an exercise in the use of the compressible flow equation. The result obtained varies only slightly
from that determined using incompressible flow analysis.
The actual number of diffuser nozzles is fairly arbitrary but is usually chosen to be much less than
the number of impeller vanes. In this design the number chosen is Z 12 corresponding with common
practice in manufacturing.
THE VOLUTE
The purpose of the volute (or scroll), shown in Figure 7.4, is simply to collect the compressed air leav-
ing the diffuser and guide it to the engine air intake. The energy losses in the volute are partly the result
of the dissipation of the kinetic energy at diffuser exit due to turbulent mixing and partly due to friction
on the solid surfaces of the volute. According to Watson and Janota (1982) the total loss in the volute is
usually assumed to be (about) half of the dynamic pressure leaving the diffuser. Here, we shall assume
this extra loss is exactly half of the available dynamic pressure.
This value of overall efficiency is rather low and can be attributed to the poor diffuser efficiency
(D 0.805). The performance of the conical diffuser is known to be fairly resistant to stall, particu-
larly with the flow issuing from the impeller, which is turbulent and unsteady. So, another attempt is
made to redesign the diffuser with Cp Cp 0:8.
Again, from Figure 7.26 the new values of A2/A1 4.42 and N/R1 18.8:
Cp,id 1 1=A2R 0:9490 and D Cp =Cp,id
0.843.
432 Appendix B: Preliminary Design of a Centrifugal Compressor for a Turbocharger
Following the previous calculations the results obtained for the new diffuser are
p3 295:3 kPa;
c3 73:0 m=s;
T3 416:0 K;
3 2:473 kg=m3 ;
and
p03 301:9 kPa.
With the volute loss included, p03 1 298.6 kPa.
Thus, T03ss/T01 298:6=1053:5 1.3480 and the compressor efficiency is
c 81:1%.
This is a substantial improvement on the previous value. The student will have realized that the
subject of design provides a seemingly infinite number of choices and the best one can do is to use
any well-founded guidance that is available. On this topic it was remarked by Cumpsty (1989) that
the procedures used by most organizations involved in the design of compressors are shrouded in com-
mercial secrecy. New designs are somehow evolved often based upon older successful designs and as
long as the new product gives satisfactory test results then some sort progress can be claimed.
References
Came, P. M., and Robinson, C. J. (1999). Centrifugal compressor design. Proceedings of the Institution of Mechanical
Engineers, 213, Part C, pp. 139155.
Cumpsty, N. A. (1989). Compressor Aerodynamics, London: Longman.
Kenny, D. P. (1984). The history and future of the centrifugal compressor in aviation gas turbines. First Garrett Turbo-
machinery Award Lecture. Society of Automotive Engineers. Paper SAE/SP 804/602.
Rodgers, C. (1980). Efficiency of centrifugal compressor impellers. Paper 22 of AGARD Conference Proceedings,
No. 282. Centrifugal Compressors, Flow Phenomena and Performance Conference in Brussells at VKI.
Watson, N., and Janota, M. S. (1982). Turbocharging the Internal Combustion Engine.