Appendix B: Preliminary Design

of a Centrifugal Compressor for

a Turbocharger
This design is a follow-up to the preliminary turbine design given in Appendix A to which it is linked.
The power delivered to the compressor will be rather less than that produced by the turbine to allow for
bearing frictional losses. The air mass flow entering the compressor will be lower than the products of
combustion entering the turbine because of the fuel used by the engine. The rotational speed of the
compressor is the same as that of the turbine as they are on the same shaft.
For the turbine, a premium was placed on small size, so that for the compressor a vaned diffuser
will be needed to restrict the size of the turbocompressor. Pre-whirl of the inlet flow will not be
required both to simplify the design and because of the expected fairly low Mach numbers. As this
compressor is not a heavily loaded, high performance design, the use of backward swept impeller
vanes is unlikely to confer much advantage in comparison with a design having radial vanes. In fact,
certain attributes associated with backward swept vanes suggest that a higher overall efficiency can
be achieved although this design study has not been extended to include such vanes.

DESIGN REQUIREMENTS AND ASSUMPTIONS

Power supplied by the turbine (allowing for bearing friction), P, 947 kW;
Rotational speed, N, 13,476 rev/min;
Air mass flow, m,_ 7.5 kg/s;
Inlet stagnation temperature, T01, 293 K;
Inlet stagnation pressure, p01, 105 kPa;
Assume a constant value of specific heat, Cp, 1.005 kJ/kgC;
Assume a constant value of ratio of specific heats, , 1.4;
The number of rotor blades is, Z, 21.

DETERMINING THE BLADE SPEED AND IMPELLER RADIUS

The specific work is W P/m_ 947  103/7:5 126.3  103 m2 /s2 .1
The impeller radius is easily found since W U2c2 and, using the Stanitz expression for the slip
factor, 0.63 /Z c2/U2 0.9057:
p
U2 W= 373.4 m=s,

r2 U2 = 0.265 m as 1411 rad=s:

1
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

DESIGN OF IMPELLER INLET

Several alternative methods can be used to start the design of the inlet. We can choose a particular ratio
of rs1/r2, usually in the range 0.35 to 0.65, and select an axial velocity to blade tip speed ratio at inlet,
cx1/Us1, in the range 0.4 to 0.5, then proceed from there to calculate the hubtip radius ratio from the
continuity equation. The magnitude of the maximum relative Mach number at the inlet, M1,rel, at the
shroud radius rs1 can then be checked and further repeat adjustments made as required to the values of
rh1/r2 and cx1/Us1.
A more direct method is available using the theory already developed leading to eqn. (7.24a). The
inlet radius ratio can be determined by a suitable choice of the relative inlet Mach number M1,rel at the
shroud. Referring to eqn. (7.23a) with 1.4, this is
2 m_ M3 sin 2 s1 cos s1
f M1,rel  1,rel 4 , 7:24a
kp01 a01 1 15 M21,rel cos 2 s1
where k 1  (rh1/rs1)2. For 1 0 and a fixed value of M1,rel, the optimum value of s1, is at the maxi-
mum value of f (M1,rel) (see Figure 7.11). For a fixed value of M1,rel, it can be shown by differentiating
the right-hand side of eqn. (7.24a), that this maximum occurs when
q
cos 2 s1 X  X 2  1=M21,rel ,

where X 0:7 1:5/M21,rel .

Using the given or derived data, several optimum values of k and hubtip ratios have been deter-
mined (to illustrate the trend) for a range of values of M1,rel, shown in Table B.1.
The value rh1/rs1 0.443 is in the normal range used in practice and corresponds to M1,rel 0.7,
which seems satisfactory.
The inlet dimensions are now easily found with the equation of continuity, m_ 1 A1 cx1 :
m_
2
rs1 ,
k1 cx1
 2:5
where 1 01 1 15 M21 and cx1 M1a1,
M1 M1,rel cos s1 0:7  cos 57:94 0.3716,
, 0:5
1
a1 a01 1 M21 338:5 m=s,
5

Table B.1
M1,rel 0.7 0.75 0.8 0.85

Max of right-hand side of eqn. (7.24a) 0.1173 0.1420 0.1695 0.2000

s1 (deg) at max of f(M1,rel) 57.94 58.36 58.78 59.25
k 0.8037 0.6640 0.5560 0.4715
rh1/rs1 0.4430 0.5796 0.666 0.7270
 Design of Impeller Exit 427

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:

EFFICIENCY CONSIDERATIONS FOR THE IMPELLER

In well-designed radial-vaned impellers the stagnation pressure losses are not large and isentropic effi-
ciencies up to 92% have been attained at the optimum specific speed, NS  0.6 to 0.7.2 The reason for
the high efficiency achieved by centrifugal compressor impellers is because of the major contribution
made to the compression process by the frictionless centrifugal term 12U22  U12 , shown in eqn. (7.2).
Rodgers (1980) noted that impellers with between 25 and 50 of backsweep were found to give
around 2% higher efficiency than those with radial vanes. Notwithstanding the efficiency advantage
of backswept vanes we shall persist with radial vanes because of their greater simplicity and obviously
lower manufacturing cost. In the present radially bladed impeller it seems quite reasonable to assume
an isentropic efficiency i 92% for the impeller, and this value is used in the following calculations.

DESIGN OF IMPELLER EXIT

Designers often choose a value for the radial component of velocity cr2 at impeller exit equal to the
axial velocity cx1 at impeller entry. Hence, we shall use cr2 125.8 m/s.
As U2 373.4 m/s and 0.9057 then c2 338.2 m/s,
q
c2 c22 c2r2 360.8 m=s

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

Hence, 2 p2/RT2 186.7103/(287 353.9) 1.838 kg/m3, so

_
b2 m=2 2 cr2 r2 0:0195 m 1.95 cm,

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.

FLOW IN THE VANELESS SPACE

The region between the impeller exit, radius r2 and the start of the diffuser vanes at radius r2d is known
as the vaneless space and within this space the flow is treated as though it was in a vaneless diffuser
(see notes on Vaneless diffusers). The flow leaving the impeller is known to have extensive regions of
separated flow and to be highly non-uniform and may have strong, deleterious effects on the diffuser
performance. Having a vaneless space allows some flow diffusion to take place but also allows some
reduction of these flow irregularities before entry into the diffuser vanes.
The minimum radius ratio for the vaneless space, r2d/r2, mentioned by Cumpsty (1989) and others
is 1.1, although this ratio could be further increased if necessary to reduce the Mach number of the flow
at entry to the vanes. In the case of the present design the Mach number, M2, is not excessive so that
this measure is not needed. We will assume that the axial width of the vaneless space remains constant
at b2 1.95 cm.
Despite the known highly irregular flow entering the vaneless space it is usually assumed for the
purposes of a preliminary design that a smoothed out and frictionless flow exists. It is assumed for
simplicity that the flow is frictionless, that the tangential momentum is conserved within the vaneless
space. In Chapter 7 the flow in a parallel walled diffuser was assumed to be incompressible and this led
to the idea of a logarithmic spiral flow path as described by eqn. (7.53).
We may determine the tangential velocity at the radius r2d 1.1r2 from
c2d r2
so c2d 338:2=1:1 307.5 m=s,
c2 r2d

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,

a2d RT2d 0:5 383:0, so M2d 328:1=383 0.856:

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,

p2d 208:4  103

2d 1:988 kg=m3 ,
RT2d 287  365:2

A2d 2r2d b2 2  0:2915  0:0195 0:03572 m2 ,

so that
_
cr2 m=2d A2d 7:5=1:988  0:03572 105:6 m=s,

c2d 105:62 307:52 0:5 325:1 m=s.

For the third approximation,
T2d T02d  c22d =2Cp 418:7  325:12 =2010 366:1 K,

P2d P02d =T02d =T2 =1 336:3=418:7=366:13:5 210:2 kPa,

2d 210:2=287  366:1 2:000 kg=m3 ,

_ 2d A2d 7:5=2:00  0:03572 104:98 m=s,

cr2d m=
therefore,
c2d 104:982 307:52 0:5 324:9 m=s.
430 Appendix B: Preliminary Design of a Centrifugal Compressor for a Turbocharger

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,

2d tan 1 c2d =cr2d tan 1 307:5=104:98 71.15:

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

_ Cp, T0, and p0 are constant by assumption and 1.4. Thus,

In the vaneless space the values of m,
the equation reduces to

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

r2 M2r r2d M2dr

 3  3 .
1 15 M22r 1 15 M22dr

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 VANED DIFFUSER

From Figure 7.9 (with L/W1 8) a good choice of a plate diffuser would be one with 2 8, corre-
sponding, at this point, to the values Cp 0.7 and Cp,id 0.8. This is close to the maximum efficiency
condition for this type of diffuser and, according to the data shown in Figure 7.8, is in the flow regime
that avoids stall.
 Determining the Exit Stagnation Pressure, p03, and Overall Efficiency, c 431

From eqn. (7.10) the static pressure at diffuser exit will be

p3 p2d Cp q2d 210:2 0:7  105:6 284:1 kPa,

and by using eqn. (7.13) the exit velocity will be

c3 c2d 1  Cp,id 0:5 324:91  0:80:5 145.3 m=s.

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.

DETERMINING THE EXIT STAGNATION PRESSURE, p03, AND OVERALL

EFFICIENCY, hC
We determine the density, 3 p3/RT3, where T3 T03  c23 =2Cp 411:9 K and p3 284.1 kPa.
Hence, 3 2.409 kg/m3.
Immediately on leaving the diffuser the total pressure is approximately p03 p3 q3 where
q3 12 3 c23 , and q3 16.4 kPa, hence, p03 300.9 kPa. Because of the total pressure losses in the volute
mentioned previously the final total pressure at compressor exit is estimated as p03 p3 12q3 293 kPa.
The overall compressor efficiency C can be found with eqn. (7.21):
c Cp T01 T03ss =T01 1=W,
1
where T03ss/T01 ( p03/p01) 3:5 1.3407. Thus,
c 0:794:

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.