Research Papers: Gas Turbines: Turbomachinery

Heat Transfer Correction Methods for Turbocharger Performance Measurements

[+] Author and Article Information
Mario Schinnerl

Continental Automotive GmbH,
Regensburg D-93055, Germany
e-mails: mario.schinnerl-ext@continental-corporation.com and

Joerg Seume

Institute of Turbomachinery and Fluid Dynamics,
Leibniz Universitaet Hannover,
Hannover D-30511, Germany
e-mail: seume@tfd.uni-hannover.de

Jan Ehrhard

Continental Automotive GmbH,
Regensburg D-93055, Germany
e-mail: jan.ehrhard@continental-corporation.com

Mathias Bogner

Continental Automotive GmbH,
Regensburg D-93055, Germany
e-mail: mathias.bogner@continental-corporation.com

1Corresponding author.

Contributed by the Turbomachinery Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received June 17, 2016; final manuscript received July 11, 2016; published online September 13, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 139(2), 022602 (Sep 13, 2016) (9 pages) Paper No: GTP-16-1223; doi: 10.1115/1.4034234 History: Received June 17, 2016; Revised July 11, 2016

Turbocharger performance maps used for the matching process with a combustion engine are measured on test benches which do not exhibit the same boundary conditions as the engine. However, these maps are used in engine simulations, ignoring that the compressor and turbine aerodynamic performance is rated on the basis of quantities which were measured at positions which do not coincide with the respective system boundaries of the turbomachinery. In the operating range of low to mid engine speeds, the ratio between the heat flux and the work done by the turbine and the compressor is much greater than at high speeds where heat transfer phenomena on the compressor side can usually be neglected. Heat losses on the turbine side must be taken into account even at higher shaft speeds when dealing with isentropic turbine efficiencies. Based on an extensive experimental investigation, a one-dimensional heat transfer model is developed. The compressor and turbine side are treated individually and divided into sections of inlet, wheel, outlet, diffuser, and volute. The model demonstrates the capability to properly account for the impact of heat transfer, and thereby improves the predictive accuracy of temperatures relevant for the matching process.

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Fig. 1

Difference between test bench and turbomachinery boundaries

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Fig. 2

Separation of diabatic compression/expansion into adiabatic working process and heat transfer before and after compression/expansion

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Fig. 3

Additional instrumentation on compressor and turbine side

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Fig. 4

Temperature at contact area between compressor and bearing housing

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Fig. 5

Temperature of the diffuser backplate at diffuser inlet and outlet

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Fig. 6

Calculated and measured static pressure at diffuser inlet

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Fig. 7

Calculated and measured total temperature at diffuser inlet

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Fig. 8

Compressor performance map with speed lines 80, 100, 120, 140, and 170 kRPM including difference between adiabatic and diabatic compressor efficiency for Tcool = 90 °C

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Fig. 9

Heat correction factor for two different coolant temperatures

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Fig. 10

Thermomechanical turbine efficiency depending on variation of coolant temperature and insulated or noninsulated turbine housing

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Fig. 11

Ratio of total amount of heat transfer to adiabatic turbine work

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Fig. 12

Predicted and measured static turbine outlet temperature with insulated turbine housing and coolant temperature of 90 °C



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