Paper: ASAT-17-129-PP

17th International Conference on

AEROSPACE SCIENCES & AVIATION TECHNOLOGY,
ASAT - 17 – April 11 - 13, 2017, E-Mail: [email protected]
Military Technical College, Kobry Elkobbah, Cairo, Egypt
Tel: +(202) 24025292 – 24036138, Fax: +(202) 22621908

Modeling and CFD Analysis of Air Flow through

Automotive Turbocharger Compressor:
Analytical Approach and Validation
M.I. Soliman*, A.A. Emara†, E.M. Abdel Razek‡, H.A. Moneib§

Abstract: In this study an effort was made to develop a flow simulation modeling and
performance prediction for a centrifugal compressor stage of a heavy-duty D. I. diesel engine.
The model is implemented in simulation software in MATLAB language. Additionally, a
contribution of this paper to demonstrate that off-design performance of a centrifugal
compressor stage in a turbocharger system can be accurately simulated using commercial CFD
software, with design software, FLOEFD to generate high quality meshes and model solving.
The vector plots, contour plots and stream line plots are generated for better understanding of
fluid flow through centrifugal compressor stage. Correlation coefficients have been introduced
in the calculation program, in order to be closer to the CFD simulation results. The results
obtained from mathematical computation model were validated with the CFD analysis and
experimental results performed using a test bench for the variation of the performance
parameters such as isentropic efficiency, power input, and total pressure ratio with mass flow
rate, the results are also presented in graphical form. The results reveal that reasonable
agreement between mathematical models, the numerical results obtained from the CFD
simulations and the real measurements; the maximum difference never exceeds 5%. The results
indicate that the developed mathematical computation model can yield better predictions of
performance for a centrifugal compressor stage in a turbocharger system.

Keywords: centrifugal compressor stage, computational fluid dynamics (CFD), heavy duty
diesel engine, experimental work, mathematical computation model.

1. Introduction
In the last decades, charging the engine is an almost diffused strategy towards the performance
rise. This may be archived with a compressor before the intake air box increasing the air (or
mixture) pressure and introducing a higher mass in the cylinders; this is a great advantage,
improving engine power, reducing fuel consumption and decreasing emissions. However,
because of complex geometry of the turbocharger, it cost a lot of time and labor power to adopt
experiment to gain relevant data of performance. So, it becomes more economical to simulate
turbocharger internal flow field and analysis data. Mathematical modeling and Computational
Fluid Dynamics (CFD) is a cost affected tool to provide detailed flow information inside the

*
Research Eng., Mechanical Power Engineering Department, Faculty of Engineering,
Mataria, Helwan University, Cairo, Egypt; [email protected]
†
Dr., Mechanical Power Engineering Department, Faculty of Engineering, Mataria, Helwan
University, Cairo, Egypt; [email protected]
‡
Assoc. Prof., Mechanical Power Engineering Department, Faculty of Engineering, Misr
University for Science & Technology, Cairo, Egypt; [email protected]
§
Prof., Mechanical Power Engineering Department, Faculty of Engineering, Mataria, Helwan
University, Cairo, Egypt; [email protected]
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Paper: ASAT-17-129-PP

complete turbocharger. Through looking up the literature of different researches, the

turbocharger compressor geometry has been the subject of numerous mathematical and
numerical studies, the reason for this: is that it’s strongly affects the overall performance,
stability, operating range and the location of the best efficiency point of the compressor. Prasad,
V. [1] and Bhardwaj, S. [2] studied the compressor flow characteristics numerically and
experimentally showing the difference between the experimental and numerical results which
were less than 2%, on the other hand, Demidov, V and kolchin, A. [3] discussed the compressor
turbocharger mathematical molding illustrating the basic geometrical dimensions for the volute
and air flow characteristics throughout the compressor passages. However, both of Prasad, V
and Demidov, V and kolchin, A did not discuss the effect of volute cross section geometry on
the air flow, the thing that was covered by Abdelmadjid, C [4] Showing that higher peak
efficiency, obtained in the case of tangential inlet and wider operating range is observed in the
case of modified circular case. The operating range is limited between the surge and choke
boundaries, Harley, P X L. Spence, S W T and Early, J [5] and Bergqvist, S [6] simulated the
surge and choke limits using CFD techniques, both of those limits can be defined using the
compressor map. In the present work, a developed mathematical computation modeling for
flow simulation and performance prediction through turbocharger (compressor) stage of a six
cylinders heavy duty D.I. diesel engine. The investigated turbocharger compressor stage was
composed of casing, diffuser, and impeller. Mathematical computation model were validated
with numerical results of the simulation obtained from CFD analysis and experimental results.

2. Methodology
This study consists of three main parts and they are done in a specific order. The first part has
the purpose to develop a mathematical computation model for the flow behavior and
performance prediction from inlet to the exit of a centrifugal compressor stage consisting of all
the components in place. The second part, involves an investigation of numerical flow
simulation and performance characteristics through turbocharger (compressor) stage using
FLOEFD flow simulation as computational fluid dynamics (CFD) software. Simulation of the
off-design performance of the centrifugal compressor stage was considered for six off- speeds
(rpm):60%,70%, 80%, 90%, 100% and 110% of design speed and the various performance
parameters concerning: pressure, temperature distribution and velocity profiles on the blades,
isentropic efficiencies, Power input and pressure ratio are presented. In addition, correlation
coefficients have been introduced in the mathematical calculation program, in order to be closer
to the numerical simulation. A discussion for the second part will be done before continuing to
the third part. In the third and final part mathematical computation model were validated with
numerical results of the simulation obtained from CFD analysis and the experimental results
performed using a test bench. Furthermore, discussion and conclusions can be found.

3. Governing Equations of the Developed Mathematical Simulation Model

The maximum power a diesel engine can deliver is limited by the amount of fuel that can be
burned efficiently, thus increasing fresh air mass flow rate leads to more engine power, so the
compressor is primarily used to boost inlet air. This study deals with mathematical simulation
modeling and performance prediction of a turbocharger compressor stage for a six cylinders
heavy duty D. I. It is modeled in a semi empirical way and consists of differential algebraic
equations (1- 4) based on the literature [4, 7 and 3] The pressure ratio and adiabatic efficiency
are calculated on the basis of the total static pressures Ptotal(Pa) and total (stagnation)
temperatures Ttotal (K) at both the inlet and the outlet of the compressor.

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𝑝5
𝜋𝐶 = ⁄𝑝𝑎 (1)
𝑖𝑛
𝐾−1
𝜂𝑎𝑑.𝐶 = 𝑇0 (𝜋𝑐 𝑘 − 1) /(𝑇5 − 𝑇0 ) (2)
𝐿 𝑘−1 𝑘/(𝑘−1)
𝑃5 = 𝑃4 (1 − 𝑅𝑟,𝑠𝑐 ⋅ ) (3)
𝑇 𝑎 5 𝑘
(𝑛𝑑 −1)/𝑛𝑑
𝑇4 = 𝑇2 (𝑃4 /𝑃2 ) (4)

As shown from the equations (5 -8), Where Ga (kg/s) and 𝐺𝑎𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 (kg/s) are the discharge
air mass flow rate and corrected discharge air mass flow rates respectively at the impeller inlet.
𝑇1 Total, inlet (K) is the total (stagnation) temperature at the impeller inlet, and 𝑃𝑎 𝑖𝑛 total, inlet
(Pa) is the total (stagnation) pressure at the impeller inlet. The model described in this section
is implemented in simulation software in MATLAB language to predict the turbocharger
compressor stage performances. The developed simple model offers a relatively accurate
performance prediction. However not accurate enough compared to experimental results, thus
all performance characteristic magnitudes will be mathematically calculated and presented as a
function of mass flow rate and turbo speed in order to be correlated based on the CFD and
mathematical results.
𝛼𝜑𝑠 𝑙0 𝑁𝑒 𝑔𝑒
Ga = (5)
36×105
𝐺𝑎𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 = 𝐺𝑎 + δ (6)
1
𝑣𝑎𝑖𝑛 −𝑣12
𝑇1 = 𝑇𝑎𝑖𝑛 + (7)
2𝑐𝑝
𝑃𝑎𝑖𝑛 = 𝑃0 − ∆𝑃𝑖𝑛 (8)

4. Computational Fluid Dynamics (CFD) Analysis

Computational fluid dynamics (CFD) allows performing detailed calculations of any system in
which fluids are involved. The equations governing gas dynamics are the expressions of energy
conservation and thermodynamics laws. Simulation is based on the turbulence model of the
non-stationary 3D flow. Gases are defined as being compressible viscous fluids. The standard
model k-ɛ is used to solve the flow problems reigning inside the turbocharger compressor stage.
Equations governing the inflow model, including the mass conservation equation, momentum
conservation, and the energy conservation equation, are summarized in conservative form of
the Naviere Stokes equations [10][11].

4.1 Mesh Generation

In this study, commercial CFD tool FLOEFD is applied. FLOEFD has the advantages of
importing geometry directly from a computer associated design (CAD) program such as
SOLIDWORKS. First, 3D geometry of the compressor stage is built using the Solid Works
(SW) software as shown in Fig.1. The models created by SW are imported in (FLOEFD) to
build the grid for the final calculation of simulation; the high-quality hexahedral mesh is
selected for the meshing of compressor as shown in Fig.2, Taking into consideration that the
mesh size must be kept small in order to complete the simulations in a reasonable time.
However, a coarser mesh could negatively affect the accuracy of the results. Therefore, a mesh
density study based on literature survey [12] [14] was conducted to gauge the amount of mesh
dependent error for mesh sizes in the range of 300000 to 500000 cells with one hundred cell
step in each solving run until the resulting difference between the mesh sizes investigated was
in general no more than 2% for the variables of interest. Therefore, the mesh used in the
simulation contained a total of cells 500000, cell volume is 2.779 × 10−8m3, 289245 nodes,
1586290 elements.

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Paper: ASAT-17-129-PP

Fig. 1 The centrifugal compressor geometrical model

Fig.2 Fluid cells (Blue) and partial cells (green) meshing

4.2 Boundary Conditions

The compressor is intended to work for atmospheric conditions and should deliver a total to
static pressure ratio of 1.76. As a result, the atmospheric pressure is imposed as total inlet
pressure, and the total inlet temperature is fixed at 298K. The inlet flow is axially oriented. At
the outlet a static pressure is imposed corresponding to the required pressure ratio. The
boundary was defined as a subsonic, standard k-ε turbulence model with turbulence intensity
of 5% was considered. The turbocharger compressor blades, hub and shroud were assumed as
a smooth surface with adiabatic flow and appropriate rotational velocity. At the outlet a static
pressure is imposed corresponding to the engine rpm and engine geometry, Compressor rpm is
imposed corresponding to the engine load.

4.3 CFD Results and Discussion

Simulation of the centrifugal compressor stage performance was considered for six off-design
speeds (rpm): 60% 70%, 80%, 90%, 100% and 110% of on-design speed and the various
performance parameters concerning: pressure, temperature distribution and velocity profiles
on the blades, isentropic efficiencies, Power. Compressor characteristics at 100% of the load
CFD results will be illustrated in the following section and discussed.

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4.3.1 Velocity Simulation

Figure 4 shows the simulated air velocity streamlines, the flow is stable before it enters the
compressor, when it has entered the compressor and is compressed close to the wheel the speed
of the fluid becomes very high. The velocity at the impeller inlet and exit was 128 and 300 m/s
respectively. The velocity of the flow downstream the compressor is slowed down in the volute
and due to the volute geometry a swirl motion is generated.

Fig.4 Air velocity simulation

4.3.2 Temperature Simulation

The temperature distribution before, through and after the compressor can be seen in Figure
5for a rotation speed of 39100 rpm with the pressure ratio 1.82. The temperature at the impeller
inlet was 277 K, at the compressor exit was 341 K. The air is compressed which gives an
increase in the air temperature in the volute results in a 362 K

Fig.5 Air temperature simulation

4.3.3 Pressure Simulation

A contour plot of the pressure distribution at assembly of the compressor wheel and housing
can be seen in Figure 6. The lowest pressure is found upstream-suction opining- the compressor
wheel and the highest downstream the compressor wheel -volute discharge-. The distribution
looks quite symmetric. The air pressure at the impeller inlet was 0.075 MPa and 0.12MPa at
the impeller exit. Converting the rotational dynamic energy into pressure ate the volute
generating a compressed air at 0.1367 MPa.

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Fig. 6 Air pressure contour

4.3.4 Density Simulation

Fig.7 Air density contours

Density increases in thedownstream the compressor due to the increase of the pressure in other
words as shown in Figure.7. It happens this way due to the conversion of the kinetic energy
into a static energy which leads to an increase in both of the pressure and density causing
maximum air density 1.35 kg/𝑚3 downstream the compressor wheel However, at the volute
exit the density intend to decrease due to the effect of engine suction in the air intake manifold.

5. Numerical and Mathematical Results Comparison

In stage two of the study a comparison between the numerical, Mathematical calculations
showing the differences between both, providing a closer vision of the engine power prediction.
Mathematical model (1) can give a very good prediction for the compressor behavior, However
there always a differences between the realty and what mathematics says, the reason why this
is happing is that the mathematical models neglect the effect of some parameters like
circulation, volute area cross section, blade airfoil cross section effect, intake manifold pressure,
initial state and more, that’s why a CFD model is a must aiming to having a completer study
without a need for experimental expensive methods. Comparison between both of mathematical
and numerical results will be discussed showing the differences between them, giving us a clear
vision for the neglected parameters effect.

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5.1 Pressure Comparison

0.09 0.14 0.17

0.16
0.085 0.13 0.15
P1(Mpa)

P4(Mpa)
P2(Mpa)
0.14
0.08 0.12
0.13
0.075 0.12
0.11
0.11
0.07 0.1 0.1
60 80 100 60 80 100 60 80 100
RPM % RPM RPM

Impeller inlet pressure Impeller outlet pressure Volute pressure

Fig 8. Impeller inlet, impeller outlet and volute pressures

The flow static pressure across the compressor is lower than calculated mathematically; at
100% of load the pressure at the impeller inlet is lower by 10 % of the calculated due to
compressor suction effect and high-speed entry flow, at the impeller outlet is lower by 8 % and
at the volute pressure is 16 % lower than the mathematical calculated because of the engine
suction pressure in the intake manifold.

5.2 Velocity Comparison

355
130
135 305
V1 (M/S)

V2 (M/S)

V4 (M/S)

110
115 255

95 90
205

75 155 70
60 80 100 60 80 100 60 80 100
RPM RPM RPM

Impeller inlet velocity Impeller outlet velocity volute velocity

Fig 9. Impeller inlet, impeller outlet and volute velocities

Due to the boundary conditions and the pressure reduction the flow velocity across the
compressor is higher than the calculated, following the first law of thermodynamics the velocity
head increased with the reduction of the pressure, at the impeller inlet the flow is higher with
9%, 9.6 % at the impeller outlet, and 9 % at the volute higher velocity than the calculated.

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5.3 Density Comparison

1.4 1.55
1.01 1.5
ρ1 (kg/𝑚^3 )

ρ2 (kg/𝑚^3 )

ρ4 (kg/𝑚^3 )
1.3 1.45
0.96 1.4
1.2
1.35
0.91 1.1 1.3
1.25
0.86 1 1.2
60 80 100 60 80 100 60 80 100
RPM RPM RPM

Impeller inlet density Impeller outlet density volute density

Fig 10 Impeller inlet, impeller outlet and volute densities

As a result of static head reduction and velocity, the density across the compressor flow passage
is less than the calculated mathematically, Making 9.5% difference at the impeller inlet, 3.8 %
difference at the impeller outlet and 9.8 % difference at the volute discharge.

5.4 Temperature Comparison

295 360 380

350 370
290
360
340
T1 (K)

T2 (K)

T4 (K)

285 350
330 340
280 330
320
320
275 310 310
60 80 100 60 80 100 60 80 100
RPM RPM RPM

Impeller inlet temperature Impeller outlet temperature Volute temperature

Fig 11 Impeller inlet, impeller outlet and volute temperatures

CFD temperature results are less than the mathematical predictions as an effect of static pressure
reduction across the whole system, at impeller inlet a 4% difference, at impeller outlet less than
1%, and 2.5% difference between numerical and mathematical calculations.

5.5 Compressor Performance Comparison

Compressor Performance Comparison that includes isentropic Efficiency, Consumed Power,
Pressure difference and mass flow rate shows a noticeable error between Mathematical and
Numerical analysis, Nakhjiri et al. [13] faced similar issue and also got similar error values
despite using mathematical correction factors.

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5.5.1 Mass flow rate

Despite the air density decrease in, the air velocity increase led to an increase in the delivered
mass flow rate by 14.3 %.
5.5.2 Compressor power
Due to the increase in the mass flow delivered the power consumed by the compressor is higher
than the calculated mathematically by 34 % at full load.
5.5.3 Pressure difference
Although both inlet pressure and outlet pressures are changed but still the ratio between the
pressures differences numerical and Mathematical is 35 % at full load.
5.5.4 Compressor Efficiency
Based on equation (2) and comparing between numerical and mathematical results shows that
20 % lower efficiency at full load due to the errors in pressure difference and Temperature

45

0.76 40

35
Power (kw)
0.71
30
η

0.66
25
0.61
20

0.56 15
0.3 0.5 0.7 0.3 0.5 0.7
Ga (kg/m^3) Ga (kg/m^3)

Isentropic efficiency Consumed Power

2 0.75
1.9
0.65
1.8
1.7
𝑀 ̇ (kg/s)

0.55
∆P

1.6
1.5 0.45
1.4
1.3 0.35

1.2 0.25
0.3 0.5 0.7 60 80 100
Ga (kg/m^3) RPM

Pressure Difference Mass flow rate

Fig 12 Performance comparison

6. Discussion and Correlation Coefficients

The aim of charging engines is to introduce more air mass flow rate into the combustion
chamber consequently more fuel, aiming to maintain the same air to fuel ratio (14.7), in other
words introducing more air to the engine with fixed value of fuel mass flow rate will decrease
the fuel to air ratio value leading to less break power as based on equation (9).
Back to the result summary of mathematical and numerical comparison there is a difference
between the mathematical and numerical models mainly because of neglecting the intake and
discharge pressures.
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𝐹 𝑁
Since 𝐵𝑃 = ƞ𝑏𝑡ℎ × ƞ𝑉𝑜𝑙 × ƞ𝑀 × 𝜌𝑏.𝑐 × 𝐴 × 𝐶𝑉𝐹 × 𝑉𝑠𝑡 × 60𝑛 × 𝑖 (9)

Thus, by neglecting the changes in the efficiencies we may simplify the pervious equation to
compare engine break power expectations as a function of air density before the cylinder and
Fuel to air ratio
𝐹
𝐵𝑃𝑁 𝜌𝑏.𝑐 𝑁 𝐴𝑁
=𝜌 × 𝐹 (10)
𝐵𝑃𝑀 𝑏.𝑐 𝑀
𝐴𝑀

So, if the desired output break power is to be 360 hp it shall be 241 hp instead.

6.1 Correlation Coefficients

In order to close the error between numerical and mathematical results coefficients shall be
introduced in the mathematical model to achieve more durable Mathematical model and save
time of CFD studies.

6.1.1 Inlet pressure

In the calculation the inlet speed is higher than the calculated the thing that led to lower static
pressure In order compensate this difference in the results a correction factor ϐ = 0.9278 must
be calculated by equating 𝑃1 polynomial equation and 𝑃1𝑐
𝑛𝑖𝑛
⁄(𝑛 −1)
Ρ1 = Ρ𝑎𝑖𝑛 (Τ1 ⁄Τ𝑎𝑖𝑛 ) 𝑖𝑛 (11)
𝑃1𝑐 = ϐ𝑃1

Correcting the inlet pressure will in turn change the inlet density.

6.1.2 Volute exit pressure

Since the pressure can be defend as a resistance to flow the discharge pressure –Manifold
pressure- should has been taken into consideration in Demidov, V and kolchin compressor
model. Due to the pistons movement the discharge pressure is lower than the expected thus a
correction factor ϑ = 0.8935

𝑃4 = 𝑃𝑎,𝑖𝑛 𝜋𝑐 (12)
𝑃4𝑐 = ϑ𝑃4

Obtaining a correct value of the discharge pressure will in turn correct the values of the density
and temperature

6.1.3 Mass flow rate

For a diesel engine 27 % more air will lead to a leaner combustion engine in other words the
engine will perform with less power than the expected unless more fuel is presented to the
engine to retrace the determined fuel to air ratio.
Final correction factor δ shall be added to the calculated mass flow rate, δ is a function of the
inlet pressure and discharge pressure thus plotting two (Numerical and Mathematical)
polynomial equations we shall obtain the correct value of 𝐺𝑎𝑐 = 𝐺𝑎 + δ

where
∝φs l0 Ne ge
𝐺𝑎 = (13)
36×105
is the discharge mass flow rate.
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Figures 13 and 14 illustrate 𝐺𝑎 &𝐺𝑎𝑐 in a function of inlet and discharge pressures

Fig 13: 𝐺𝑎 = 𝑓(𝑃1 , 𝑃2 ) Fig 14: 𝐺𝑎𝑐 = 𝑓(𝑃1 , 𝑃2 )

Knowing these two equations we can obtain

𝛅 = 706053.4 𝑃1 2 + 65378.7 𝑃1 𝑃4 − 5495.15 𝑃4 − 128364.9𝑃1 + 5801.269

Using these correction factors within the Demidov, V and kolchin. A mathematical model we
will obtain correct values of mass flow rate ‫ ــ‬3 % error ‫ ــ‬and pressures, temperatures, densities,
and in turn correct values of efficiency, power required.

7. Experimental Setup
The turbocharger chosen to perform this study with the reference Holset HX 80 was fitted on a
heavy-duty D. I. diesel engine; (360 hp@2000 rpm and 1300 Nm@ 1450 rpm), featuring a
mechanical injection system, more details about the main features of the engine and the
turbocharger are listed in Table 1. The engine was instrumented on a high-dynamic test bed
which was installed at the Faculty of Engineering R&D Center in Helwan University, Cairo,
Egypt. The engine was fully equipped for measurements of all standard operating parameters
(torque, speed, air mass flow), but also of the static pressure and temperature in the most
relevant locations along the intake and exhaust system, as well as of high frequency pressure
data at the same locations and inside each cylinder. Additionally, Cooled pressure transducers
were used in order to obtain an accurate measurement of the gas pressure conditions at the
compressor inlet and outlet. In addition, the compressor rotating speed was also recorded in
order to complete the information related to the turbocharger. Tests were carried out at different
engine speeds and loads corresponding to the whole operating range of the engine. In every
performed test, pressures were recorded in different points and the corresponding air mass flow
and fuel flow were measured. The compressor discharge and turbine inlet headers were fitted
with insulation to minimize heat loss to the surroundings, and maintain accuracy of the high-
temperature measurements. A sketch of the engine layout and locations of the transducers used
during the measurement campaign is shown in Fig.15. All instruments are connected to a Data
Acquisition Card (DAQ) to continually monitor the turbocharger under test. In addition to
monitoring temperatures and pressures of the turbine and compressor conditions, the DAQ
monitors bearing and jacket water conditions for stability and safety. The complete performance
profile of a turbocharger is determined from temperature and pressure instruments, and the
related thermodynamic and fluid mechanic properties. A DAQ is programmed to compute flow
and performance calculations of the operating turbocharger and record the performance data
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Paper: ASAT-17-129-PP

for test reporting, in accordance with the Test Standard for Testing Large-Bore Engine
Turbochargers Chapman et al. 2005[12]. For every test condition, the air mass flow, fuel mass
flow, and compressor inlet temperature and compressor outlet pressure were measured by the
sensors of the installation. As the different tests were performed under steady state operations,
the power consumed by the compressor is equal to the power developed by the turbine including
turbocharger mechanical losses. So, the adapted power was obtained for the compressor power
as:
𝑘 (𝑘−1)⁄𝑘
[𝑘−1 𝑅𝑎 𝑇𝑎𝑖𝑛 𝑄𝐸𝑋𝑃 (𝜋𝑐 − 1)]
𝑃𝑐𝑜𝑚𝑝 = ⁄ (14)
1000𝜂𝑎𝑑.𝑐

Small differences can be observed between measured and interpolated data. On the other hand,
inherent sensor uncertainties exist in both type of installation. As the parameters calculated to
describe the compressor performance are combinations of various measurements, results can
be slightly influenced. On the other hand, some heat transfer effects [10], especially in the low
speed and low load region, and differences between compressor behavior under steady or under
pulsating flow conditions [12], affect the compressor efficiency measurement.

Table 1: Basic engine and turbocharger compressor

characteristics

Engine type Heavy duty

Cooling type water cooled
Number of cylinders 6 cylinders in line
Number of stroke per cycle 4
Bore [mm] x Stroke [mm] 150 x180
Compression ratio 15:1
Rated brake power hp @ rpm 350 @ 1800
Fuel injection system Mechanical-Direct injection
Injector pressure [bar] 210
Number of holes per nozzle 10
Nozzle hole diameter [mm] 0.3
Start of injection 34o BTDC
Turbocharger type HOLSET HX80-3594117
Number of full blades 8
Number of splitter Blades 6
Impeller outlet diameter 145 mm
Diffuser outlet diameter 193 mm
Impeller outlet vane height 9 mm
Inlet hub diameter 24 mm
Impeller axial length 63 mm
Inlet mean line blade angle 45ᵒ
Outlet blade angle (back sweep) 75ᵒ

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Fig 15: Test bench layout

8. Validation of Performance Predictions with Experimental Data

Experiments shows that the engine suffers from lower power than the expected -246 hp- due to
un-burnt diesel fuel passing to exhaust stream –white exhaust- , gradually increasing the fuel
mass flow rate into the engine, the horse power increased and the exhaust became almost
colorless with 357 hp.

The results obtained from the corrected mathematical computation model, were validated with
CFD analysis and the experimental results determined on a test bed for performance parameters
such as polytrophic efficiency, power input, and total pressure ratio versus mas flow rate.These
results will be presented in this section as shown in Figures 15 to 18 for turbocharger design
speed of 39000 rpm(Engine Full load).The first performance measure investigated was the total
to static pressure ratio versus the corrected mass flow rate. This is a ratio of the static pressure
ratio at the exit divided by the total pressure at the inlet respectively. As shown in Figure15
total pressure ratio of a centrifugal compressor stage as estimated by mathematical computation
code almost complies, with negligible variation of 0.3%, 0.9% with CFD tools and experimental
results respectively. Figure16 shows mathematical computation code on the polytrophic
efficiency of a centrifugal compressor predicted both CFD results and the experimental results
closely with a variation of 0.3% and 1.4% respectively. Similarly Figure.17 shows power input
to a centrifugal compressor stage is predicted by mathematical computation code which
compares closely with CFD and experimental results with a variation of 1.7% and 4.4. It is clear
from these figures that and mathematical computation results are closely compared to the CFD
numerical simulation results and the obtained experimental values and the difference doesn't
exceed 5% or less for all the calculation points. This means that the flow in the compressor
stage can be calculated with accuracy using both CFD and mathematical calculations methods.
Once again, a good overall agreement is obtained. As justified before some uncertainties can
be observed but they are always included in a narrow confidence interval. This comparison
confirms that the representation defined is valid to predict the turbine performance in the whole
turbocharger operating conditions.

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Paper: ASAT-17-129-PP

2 0.8
1.9 0.75
1.8
1.7 0.7
∆P

1.6 0.65

η
1.5 0.6
1.4
1.3 0.55
1.2 0.5
0.3 0.4 0.5 0.6 0.3 0.4 0.5 0.6
Ga (kg/s) Ga(kg/s)

Fig.15: Total pressure ratio versus Fig.16: polytrophic efficiency versus

mass flow rate mass flow rate

45

40
Power (kw)

35

30

25

20
0.3 0.35 0.4 0.45 0.5 0.55 0.6
Ga(kg/s)

Fig.17: Power input versus mass flow rate.

9. Conclusion
Mathematical or physical molding for engineering designing is the easiest and fastest method
of designing However, it is not accurate enough for designing and matching, on the other hand
numerical molding is more accurate giving a closer vision to the designer but still it's a time-
consuming process and any small change in the model will requires more time to adopt with it.
Having the accuracy of numerical analysis in a Mathematical Code will guarantee fast and easy
designing and matching method for any manufacture.
This paper presents an effort to model the flow from inlet to the exit of a turbocharger
compressor stage consisting of all the components in place and performance prediction by
providing mathematical computation model and numerical analysis using CFD tools and these
were verified by experimental work. Using of the computational fluid dynamics (CFD) gave a
better understanding of the behavior of flow through turbocharger compressor stage and how it
impacts the turbocharger efficiency and how the turbocharger compressor perform combined
with the diesel engines.
1. A good agreement was achieved between the computational fluid dynamics (CFD),
calculated and the experimental results, on the isentropic efficiency of a centrifugal compressor
stage with maximum variation of 1.4%. Similarly, power input to the centrifugal compressor
stage predicted by CFD results which compares closely with experimental and computed results
with a variation of 1.7% and 4.4% respectively. As well as total pressure ratio of a centrifugal
compressor stage as estimated by CFD tools almost complies, with negligible variation of 0.3%,
and 0.9% with experimental and computed results respectively.

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Paper: ASAT-17-129-PP

2. An agreement between correlated mathematical model, CFD computations and the real
measurements, is obtained, in addition the capability of the correlated mathematical model to
predict satisfactorily the performance of a centrifugal compressor stage in a turbocharger
system with maximum error 5% for most of the performance range.

3. The comparison between experimental and simulated results shows a good correlation. This
result is to a large extent to be expected due to the use of adaptation coefficients, the
establishment of such adaptation coefficients are however a delicate process, firstly because
they must represent the real physical phenomena and secondly due to their independence. The
precision obtained could be considered excessive but is quite necessary in the setting up of the
complete turbocharged diesel engine simulation.

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