Supersonic Variable Geometry Turbine Expanders for High-Efficiency, High Temperature, Organic Rankine Cycle Applications

Informazioni relative al progetto

SuperVGE

ID dell’accordo di sovvenzione: 844023

DOI

10.3030/844023

Progetto chiuso

Data della firma CE 24 Aprile 2019

Data di avvio 1 Giugno 2019

Data di completamento 31 Luglio 2021

Finanziato da

• EXCELLENT SCIENCE - Marie Skłodowska-Curie Actions

Costo totale

€ 224 933,76

Contributo UE

€ 224 933,76

Coordinato da

BRUNEL UNIVERSITY LONDON
United Kingdom

Periodic Reporting for period 1 - SuperVGE (Supersonic Variable Geometry Turbine Expanders for High-Efficiency, High Temperature, Organic Rankine Cycle Applications)

Periodo di rendicontazione: 2019-06-01 al 2021-05-31

Sintesi del contesto e degli obiettivi generali del progetto

Internal combustion engines (ICEs) generally convert only approximately up to 40% of the fuel energy into useful power and discharge the remaining energy as waste heat to the atmosphere. The project's overall aim was to improve the performance of waste heat recovery technologies for heavy-duty truck/automotive applications. The transportation sector alone was responsible for 25.8% of the EU-28 greenhouse emissions, out of which 70% was from road transport. Organic Rankine Cycle-based, Waste Heat Recovery (ORC - WHR) systems can be used to convert this untapped heat source and convert it into mechanical/electrical power thus enabling a reduction of fuel consumption and CO2 emissions by as much as or more than 15%. The technology readiness level (TRL) for automotive application is still low mainly because of the ORC system’s lack of performance at part load/off-design conditions and control complexities. The aim of “SuperVGE” was to develop a novel turbine equipped with a variable geometry turbine expander (VGE) nozzle design suitable for supersonic flow and wide range of operation. In addition, appropriate control schemes were developed to allow high efficiency and power to be generated throughout its dynamic operating range. The findings were relevant to the transportation and clean energy sectors and widely disseminated to industry, academia and the public, thus helping to attain socio-economic and environmental targets in the context of the EU 2020 strategic vision.

Lavoro eseguito dall’inizio del progetto fino alla fine del periodo coperto dalla relazione e principali risultati finora ottenuti

A mathematical model of ORC-based power system was developed based on the exhaust heat profile of a heavy-duty truck. The cycle was optimized to provide boundary conditions for turbine inlet/outlet conditions are peak and part-load conditions. A 1D turbine design code was developed in python programming environment linked to CoolProp property database. The code could generate rotor, stator and volute geometry data for working fluid of choice. A novel mechanical design of stator was developed to control the throat area and flow angle of stator exit. FEA was performed to evaluate stresses and flow conditions. The design geometry was optimized for manufacturability. The high-fidelity simulation results revealed that the proposed stator with variable geometry can improve the performance of the turbine in part load operation. The turbine performance curve was used in the dynamic model to optimize the superheat control at turbine inlet using state of the art Proportional integral and derivative based controller.

Progressi oltre lo stato dell’arte e potenziale impatto previsto (incluso l’impatto socioeconomico e le implicazioni sociali più ampie del progetto fino ad ora)

The research results have demonstrated that the variable geometry turbine can improve the part-load performance of the turbomachine by up to 15%, which can be reflected in an ORC efficiency improvement up to 5 efficiency points for the mini-scale <20kW ORC. These numbers are, however, dependant on the scale, conditions and operating point of the system. In addition to the performance the added, control variable of throat area allows control over the pressure ratio which was previously controlled by pump rotational speed and was a function of mass flow rate passing through the turbine.

Turbine 1D design