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![Figure 2. Parametrisation of volute and rotor geometries [11].](publication/362954636/figure/fig2/AS:11431281081115314@1661522853163/Parametrisation-of-volute-and-rotor-geometries-11_Q320.jpg)
![Figure 4. Summary of meanline modelling approach [11].](publication/362954636/figure/fig4/AS:11431281081105794@1661522853242/Summary-of-meanline-modelling-approach-11_Q320.jpg)
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... this paper a method for performance optimisation with consideration of the tradeoff between engine fuel economy and transient performance is proposed, as graphic ally presented in Figure 1. The first step in the process is the fast generation of turbine characteristic maps of total-to-static efficiency Dη tÀs and mass flow parameter MFP. ...
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... the engine brake-specific fuel consumption (BSFC) and the dynamic response evaluated as a load step at fixed engine speeds were determined for each turbine design. Considering these two objectives, optimisation leads to a pareto front as can clearly be seen in Figure 1. This shows that the two objectives are in conflict and require compromise. ...
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... 3D numerical model The 3D CFD simulations play a key role both in the aerodynamic analysis and in the development of low order calculation approaches (cf. Figure 1). Since the whole char acteristic maps for various turbine designs had to be calculated, the numerical setup was optimised with regard to simulation accuracy and required computational effort. ...
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... of the sampling result also allowed the evaluation of individual geometric parameters independently. Figure 11 shows the impact of sweeping each design par ameter, while keeping the others at baseline value. ...
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Citations
div class="section abstract"> An approach for turbocharging automotive engines to reach targeted performance was developed in which the environmental and economic aspects during the turbocharger-engine matching process were considered. Three numerical assessment levels based on output performance, exhaust emissions and techno-economic metrics are established to support users during the decision-making of adequate turbochargers that meets targeted data in terms of boosting and emissions. Satisfactory improvements are measured from a 1.5L, three-cylinders, turbocharged Diesel engine, in terms of brake specific fuel consumption, thermal efficiency and NOx concentrations of about 1.73% (decrease in fuel consumption of around 2.22ml/s), 1.76%, and 4.53% (correspond to a diminution of around 217.54ppm), respectively, at the engine’s extreme conditions (full load and rated power). In addition, for an application of another turbocharger, remarkable improvements in terms of HC and CO concentrations of about 6.23% (reduction of 41.167ppm), and 2.61% (diminution of around 1.271ppm), respectively, were found at the same engine’s extreme conditions. Furthermore, the superimposition of the engine operating area on compressor and turbine maps of all tested turbochargers ensured a secure functioning of the proposed compressor, reasonable mechanical and thermal loads of the in-cylinder chamber, and practical turbine inlet temperature at the engine’s extreme operations. Consequently, the enhanced methodology is considered a promising and helpful decision-support method that can be followed by researchers during the engine turbocharging process at both the earlier and last stages providing powerful and clean mobility of the vehicle.
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