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DI MILANO

Turbo-charging the IC engine

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Topics DI MILANO

• Supercharging widely used both in SI and CI engines:

➢ Advantages and drawbacks

➢ Methods of supercharging
➢ Constant pressure turbo-charging
➢ Pulse turbo-charging
➢ Charge cooling
➢ Automotive engines
➢ SI engines: advantages of turbo-charging and downsizing.
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Introduction DI MILANO

• An effective way to increase the mass of air, introduced in the engine for each
cycle, is to compress it to a density greater than ambient, before it enters the
cylinders.

• The main purpose of this process, called supercharging, is to increase the

power of the engine of a given size. The equation:

P e =  o  Pi = bmep  V  n 
states that a third way to raise the engine power is the increase of bmep.
Supercharging allows to introduce in the cylinders a greater mass of air,
therefore the indicated cycle starts from higher pressures. Then a larger
amount of fuel can be burned, hence the cycle area is enlarged.

• As a consequence, the mean ordinate of the pressure is higher, bringing the

usual values of NA engines (0.9-1.2 MPa) to 1.2-4.0 MPa in supercharged
engines.
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Introduction DI MILANO

Naturally
aspirated
Supercharged
Pressure

r is constant

Volume
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Introduction DI MILANO
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Supercharging DI MILANO

Advantages
1) A notable growth of power,
engine dimensions being
equal, and therefore
decreasing bulk, weight and
cost of unit power produced
by the engine.
2) As an alternative, downsizing
of automotive engines
(especially gasoline direct-
injection and turbocharged
engines) to improve fuel
economy and reduce
emissions, without any
decrease in performance.
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Supercharging DI MILANO

Advantages
3) An improvement of
combustion process in
Diesel engines, because of
higher air pressures and
temperatures, allowing to
burn fuels of lower quality
and cost.
4) A higher overall efficiency
in turbocharged diesel
engines, due to the energy
recovery from exhaust gases
and to the improved
combustion process.
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Supercharging DI MILANO

Drawbacks

1) Mechanical and thermal loads in main engine components are higher,

because temperatures and pressures along all the working cycle are
increased.

2) Risk of knocking in SI engines is

greatly raised, especially if the
compressed charge is not
intercooled.

3) Some problems of poor drivability

(unfavorable trend of torque curve,
response lag, …) have to be solved
in automotive applications.
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Supercharging DI MILANO

Methods of supercharging
1) Mechanical supercharging: the compressor is driven by the engine itself by
means of mechanical coupling (gear mechanism, toothed belt, hydraulic
matching…) with its crankshaft. This method offers a quick response to changes
in the operating conditions, but it uses a too valuable form of energy
(mechanical) to compress the charge, resulting in a low overall efficiency of the
system.
Air
Exhaust Gas

Pu
Intake
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Supercharging DI MILANO

Methods of supercharging
1) Mechanical supercharging
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Supercharging DI MILANO

Methods of supercharging
1) Mechanical supercharging
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Supercharging DI MILANO

Methods of supercharging

2) Turbocharging: the compressor is driven by a gas turbine fed by the exhaust

gases, using energy that would normally be wasted. The compressor and
turbine form a self-contained unit (called turbocharger) with no mechanical
linkage to the engine, other than pipes for the compressed air and exhaust
gases.

Air
Intake
Pu

Gas Exhaust
POLITECNICO
Supercharging DI MILANO

Methods of supercharging

2) Turbocharging is done by two different techniques:

• Constant-pressure turbocharging, where the exhaust manifolds from all

cylinders are connected to a common large chamber, where pressure is
nearly constant.

Air
Intake
Pu

Gas Exhaust
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Supercharging DI MILANO

Methods of supercharging

2) Turbocharging is done by two different techniques:

• Pulse turbocharging, where connection between engine and the turbine is

made by narrow pipes, so that most of the kinetic energy of the gases
leaving the exhaust ports is maintained and not destroyed in a large
volume. The kinetic energy of the gases is partially transmitted to the
turbine in the form of pressure pulses.

Air Intake
Pu

Gas
Exhaust
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Turbocharging DI MILANO

Turbine

Compressor
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Turbocharging DI MILANO

Wastegate valve

Exhaust gas inlet

Turbine

Air outlet

Compressor
Exhaust gas outlet
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DI MILANO
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Constant pressure turbocharging DI MILANO

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Constant pressure turbocharging

Pressure p DI MILANO

EVO BDC
Crank angle q
• High dissipation, large entropy
production. Enthalpy h
• As a result, small Denthalpy
available for the turbine.
• Unefficient transmission of
energy from exhaust valve to
turbine. Entropy s
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Constant pressure turbocharging

Pressure p DI MILANO

EVO BDC
Crank angle q
• Due to the large volume of the
manifold, long transients are Enthalpy h
required from one operating
point to another.
• Very simple design, suitable for
multi-cyclinder engines (electric
power generation). Entropy s
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Pulse turbocharging DI MILANO

• The main objective of pulse turbocharging is to make the maximum use of

the energy (in the form of high gas temperatures and pressures) at the time
of exhaust valve opening, even if a highly unsteady flow is created through
the exhaust system, reaching the turbine.
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Pulse turbocharging DI MILANO

• The result is achieved by connecting the single cylinder to the turbine by a

narrow pipe. Due to its small volume and the inertia of the gas flowing
through the pipe, at the beginning of the blow-down period, the flow rate
entering the manifold exceeds that of the gas leaving. Then a pressure
pulse occurs, reducing the expansion across the valve and hence the gas
velocity produced in the throat valve section.
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Pulse turbocharging DI MILANO

• When the pressure wave travels along the

Intake Exhaust pipe, it carries a large portion of pressure
energy and a small amount of kinetic energy.
The turbine therefore receives a good
amount of energy at any condition of engine
operation is available.

• High pressure pulses, propagating in the

exhaust pipe, impede to join the ducts
Pressure

together, because pressure oscillations

pcyl
would obstruct the exhaust processes of
pexh some cylinders.

• Luckily, however, it is not always necessary

to convey burnt gases from each cylinder by
EVO PMI a single pipe, but some of them can be
Crank angle [°] joined together without any interference
problem.
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Pulse turbocharging
Enthalpy h DI MILANO

Enthalpy h
Entropy s Entropy s
Enthalpy h

Entropy s
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Pulse turbocharging DI MILANO

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Pulse turbocharging DI MILANO

Firing order:
1-5-3-6-2-4
1-6
1 2 3 4 5 6

3-4 2-5

In this engine (in-line, 6 cylinders) there are three cylinders whose opening periods
of exhaust valves follow successively every 240°, with very little overlap between
them. Therefore their exhaust pipes can be joined together without interference
problems; the same can be made for the other three cylinders (5, 6, 4).
POLITECNICO

Pulse turbocharging DI MILANO

Effects of firing order on exhaust processes

0 180 360 540 720

Cyl. 1
Cyl. 5
Cyl. 3
Cyl. 6
Cyl. 2
Cyl. 4

Firing order is 1-5-3-6-2-4

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Pulse turbocharging DI MILANO

1 2 3 4 5 6

Hence, only two pipes will finally connect the engine to the turbine (with a twin-
entry).
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Pulse turbocharging DI MILANO

Twin-entry turbine
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Pulse turbocharging DI MILANO

Scavenging during the overlap period

pcil1
Pressure [MPa]

pexh

pm
overlap

BDC1 TDC1 BDC1 TDC1 Pressure oscillation near

EVO1 EVC1
the valve seats (pm and
IVO1 IVC1
pexh) and inside the
Crank angle (cyl. 1) [°] cylinder (pcyl1)
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Pulse turbocharging DI MILANO

• For the engine previously illustrated, it is possible to see that:

➢ Pressure oscillations in the common exhaust manifold are quite high
(about 0.2 MPa).
➢ The positive peaks, due to the sub-sequent blow-downs of cylinders C1,
C3, C2 are well spaced in time, so that no interference occurs.

• In particular, during the overlap period of cylinder C1, pinl > pexh, therefore a
good scavenging of C1 occurs. This could not happen if the cylinder C5
discharged in the same manifold just 120° after C1, because a new pressure
peak would occur exactly during the overlap period of C1.
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Pulse turbocharging DI MILANO

Scavenging during the overlap period

pcil1
Pressure [MPa]

C5

pexh

pm
overlap

BDC1 TDC1 BDC1 TDC1

EVO1 EVC1

IVO1 IVC1

Crank angle (cyl. 1) [°]

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Pulse turbocharging, 4 cyl. engine? DI MILANO

Layout of a turbocharged diesel engine

Single-entry turbine
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Pulse turbocharging DI MILANO

Advantages:
1) High efficiency in energy transmission from the cylinder to the turbine,
resulting in good supercharging pressure (and hence engine performance) in
all the engine operating area and, particularly, at low loads and speeds.

2) Turbocharger matching to the engine is good, also when the engine has to
operate on wide speed and load ranges, as it occurs for automotive engines.

3) Quick turbocharger response when an increase of engine load/speed is

suddenly required, because the pressure in the small volume of the exhaust
manifold raises rapidly.
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Pulse turbocharging DI MILANO

Drawbacks
1) Mass flow through the turbine is intermittent, occuring in short time
intervals. Hence, a large turbine must be used, sized for high instantaneous
flow rates. Moreover the turbine operates with low efficiency, because the
flows are unsteady.

2) Shape of the exhaust manifolds is complex and expensive to be produced,

especially when the number of cylinders is not a multiple of three.

3) Possible interference of pressure pulses with gas exchange process in some

cylinders, requiring a careful matching in all the engine operating area.

Therefore, pulse turbocharging is widely used for automotive engines, where the
previous advantages allow to get a good torque curve in all the operating area of
the engine, resulting in an excellent car driveability.
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Turbocharging DI MILANO

Turbine and compressor maps

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Turbocharging DI MILANO

Compressor maps
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Turbocharging DI MILANO

Compressor maps Turbochargers

3.4

3.2

2.8

2.6
Pressure Ratio (t/t) P2c/P1c

0,72
2.4
0,7

0,68
2.2 210000
0,76
0,65

0,74

2
0,6
0,78 190000

1.8

170000

1.6

150000

1.4
130000

110000
1.2
90000

1
0 5 10 15 20
Corrected Air Flow (lbs/min)
TITLE: C101A(49) 55 TRIM 0.42 A/R
PROPRIETARY NOTICE g -1
N phy W T1c /545
g
Nc = W* =
 - 1) TEST No: 98003003
This document contains proprietary T1 ( Pr
=
information, and such information C T2 - T1 T1c / 545 P1c / 28.4
may not be disclosed to others for DATE:
any purpose, or used for COMMENTS: CELL No: 1
manufacturing without written
permission from AlliedSignal.
REF: 01.
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Turbocharging DI MILANO

Turbine maps

Turbine pressure ratio

mT  T3t and efficiency
T3tref = 873 K
p3t
 kg  K 
expressed as a function

Actual efficiency Tm

 
 bar  of the reduced mass
flow for different
Turbine mass flow

turbine reduced
speeds. In this way, the
n map can be used for a
T3t / T3t ,ref wide range of
operating conditions.

Turbine pressure ratio P3t/P4st

POLITECNICO

Turbocharging DI MILANO

Turbine maps: efficiency

EFFICIENCY TURBINE MAP
80
70

60 n
Eta

50 T3t / T3t ,ref

40
30

20
10
0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
U/Cis
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Turbocharging DI MILANO

Turbine maps

10% opening
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Turbocharging DI MILANO

Turbine maps

40% opening
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Turbocharging DI MILANO

Turbine maps

60% opening
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Turbocharging DI MILANO

Turbine maps

80% opening
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Turbocharging DI MILANO

Charge cooling

Temperature
Intercooler

Compressor

Entropy
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Turbocharging DI MILANO

Charge cooling
• The main objective of turbocharging is to increase the power output of an
engine of a given size, raising the mass of the new charge drawn into the
cylinders in each cycle. This is achieved by raising the inlet pressure in a
compressor, which unavoidably increases also air temperature, according to
the following expression:

DT = Tc - Ta =

Ta  ( pc / pa )
( k -1) / k

-1
 ad c
• This temperature raise partly offsets the benefit of increasing the pressure,
since it produces a decrease of air density. The higher is DT, that is the
higher the compression ratio, and the lower the adiabatic compression
efficiency ad c , the greater is the gain obtained by cooling the compressed
air back to near ambient conditions.
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Turbocharging DI MILANO

Charge cooling: advantages

1) Air mass drawn per cycle into the cylinders (and hence the engine power)
increases.

2) Thermal load on engine components is reduced, because a lower inlet

temperature decreases all the temperatures during the working cycle, whose
mean value is diminished of nearly the same amount.

3) Risk of knock in SI engines is reduced by a lower inlet temperature of the

new charge, allowing a minor decrease of the engine compression ratio that
influences directly its fuel consumption.
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Turbocharging DI MILANO

Charge cooling
Ratio of air densities rm/ra Temperature after cooling

Without cooling

Compression ratio pc/pa

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Turbocharging DI MILANO

Turbocharged SI engine with charge cooling

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Turbocharging DI MILANO
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Turbocharging DI MILANO
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Turbocharging DI MILANO

Automotive engines
• They work on a wide range of speeds and loads and a decreasing torque
curve is required for a good driveability and a good response during
transients. All these requirements makes turbocharger matching more
complex and the following approaches can be used:

1) Use of exhaust manifolds of small volumes, to maintain wide pressure

oscillations able to efficiently transfer energy pulses to the turbine.

▪ Pulse operating is able to transport nearly all the available energy

also at low loads and speeds with an acceptable supercharging action
at this critical conditions.

▪ Pulse turbocharging improves the engine response to sudden

changes in desired speed, since it quickly transfers to the turbine the
maximum energy available in the exhaust gases.
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Turbocharging DI MILANO

Automotive engines
2) To achieve a torque shape which is appropriate to road drive, it is not
allowed to select the turbocharger considering only the maximum power
output of the group, but a balance of contrasting needs is necessary:
✓ When the maximum torque speed moves to lower values, engine
driveability improves but maximum power is reduced. The quality of
exhaust gases has to be controlled also.

• To achieve both these requirements, usually turbine and compressor are

chosen to reach the maximum supercharging pressure ratio already at 40-
50% of the maximum engine speed, in order to have a good torque curve at
low speeds.

• To avoid eccessive pressures at high speeds, part of the burned gases has to
by-pass the turbine, through a wastegate valve driven by pressure value of
the compressed air.
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Turbocharging DI MILANO

Automotive engines

Turbocharger

Burned gases
Fresh charge
wastegate

Engine
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Turbocharging DI MILANO

Automotive engines Turbocharger with wastegate

Exhaust gases
Pneumatic
actuator

Rod

Wastegate valve
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Turbocharging DI MILANO

Automotive engines
• Usually the wastegate is a valve of flapper type, driven by a pneumatic
actuator through a rod.
• When pressure downstream the compressor is higher than the limit value
stored in its memory, the engine control unit (ECU) opens the wastegate,
exhausting a proper mass flow rate of burned gases before they expand in
the turbine.
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Turbocharging DI MILANO

Engine speed [rpm]

Automotive engines
• An effective help in fulfilling the

Power Pe [kW]
contrasting requirements on all
the operating area of the engine Pe
is offered by the use of turbine
nozzles with variable geometry. turbine inlet area

• Possible benefits of this solution

bmep [MPa]
are illustrated in the picture,

bsfc [g/kWh]
bmep
showing how power, bmep and
bsfc vary as a function of
bsfc
different turbine inlet areas (with
wastegate valve, no VGT).
Engine speed [rps]
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Turbocharging DI MILANO

Engine speed [rpm]

Automotive engines
• Reducing the turbine area and

Power Pe [kW]
increasing the mass flow through
the turbine gives the benefit of Pe
low-speed torque, but reduces
the maximum power output and turbine inlet area

the overall efficiency in large part

of the engine operating area.

bmep [MPa]

bsfc [g/kWh]
bmep

bsfc

Engine speed [rps]

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Turbocharging DI MILANO

Engine speed [rpm]

Automotive engines
• The ideal solution to get the best

Power Pe [kW]
engine performance on its whole
operating range is a turbine, able Pe
to offer the best envelope of the
four curves. turbine inlet area

• This solution is approached

bmep [MPa]
using a radial turbine with

bsfc [g/kWh]
bmep
adjustable inlet nozzles (Variable
Geometry Turbine, VGT).
bsfc

Engine speed [rps]

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Turbocharging DI MILANO

Variable geometry turbine (VGT)

It is formed by moveable vanes, able to turn around their own pivots. An actuator
drives all together the nozzle vanes, to adjust their flow areas and incidence
angles, according to the different values of gas flow rates.
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Turbocharging DI MILANO

Variable geometry turbine (VGT)

When the engine is running at low rpm, the gas flow rates are low. Then
the inlet nozzles offer small flow areas and strong angle deviations (work is
proportional to the tangential velocity variation), so obtaining high Euler
work per unit mass.
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Turbocharging DI MILANO

Variable geometry turbine (VGT)

At high rpm, when mass flow rates and energies are high, the flow areas
imposed by the inlet nozzles increase, reducing the exit gas velocities. The
flow deviations are also lowered and so the Euler work per unit mass is
small.

The power developed by a VGT is controlled at each point of the engine

operating field, to provide sufficient energy to the compressor for the
required boost pressure, without the use of any wastegate to by-pass the
burned gas excess.
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Turbocharging DI MILANO
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Turbocharging DI MILANO

Variable geometry turbine (VGT)

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Turbocharging DI MILANO

Layout of a turbocharged diesel engine

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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO
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Turbo-lag DI MILANO

(It=1/2 mrot r2)

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Turbo-lag DI MILANO
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Twin-turbo (parallel) DI MILANO

BMW, V8 turbo
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Twin-turbo (parallel) DI MILANO

BMW, V8 turbo
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Two-stage turbocharging DI MILANO

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Two-stage turbocharging DI MILANO

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Two-stage turbocharging DI MILANO

Sequential turbocharging
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DI MILANO
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Two-stage turbocharging DI MILANO

The new BMW engine is a 3-litre

in-line six cylinder. In twin turbo
form it develops 200kW at 4400
rpm and 560Nm at 2000 rpm, with
530Nm available from 1500 rpm.
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Two-stage turbocharging DI MILANO

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Two-stage turbocharging DI MILANO

Intake
1st small turbine from filter

Exhaust
manifold 2nd compr.

Oxi-cat 1st compr.

to charge cooler
2nd large turbine

BMW, 6 cyl., 3.0 L turbodiesel engine

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Two-stage turbocharging DI MILANO

The new BMW engine is a 3-litre in-line six cylinder. In twin turbo form it develops 200kW at 4400 rpm and a
staggering 560Nm at 2000 rpm. No less than 530Nm is available from 1500 rpm.
The twin overhead cam, iron block and alloy head design uses four valves per cylinder and weighs only 228kg.
BMW state the twin turbo approach has resulted in a power increase of 20 per cent when compared with existing
state of the art diesel engines.
As is typical with petrol car sequential turbos, two different sized turbos are used. The smaller operates at low
engine speeds, and the larger at higher speeds.
Three different operating conditions occur:
1. At low engine speeds the intake air flows through the large turbocharger and is compressed in the smaller
turbocharger. This supplies substantial amounts of air to the power unit, starting without any appreciable delay at
idle speed. The 3.0 litre inline six-cylinder diesel develops 530 Nm of torque at as early as 1,500 rpm.
2. With increasing engine speed, the larger turbocharger becomes more important - initially as a pre-compressor.
The intake air is additionally highly compressed inside the small turbocharger, the engine reaching its maximum
torque of 560 Nm at 2,000 rpm. By means of a turbine control valve, the flow of exhaust air is variably distributed
to both turbochargers, regulating their interaction.
3. At high engine speeds work is done primarily by the large turbocharger, the power unit reaching a maximum
output of 200 kW/272 bhp at 4,400 rpm.
With a specific power output of 66.7 kW/l, the new 3.0 litre diesel even exceeds the rating achieved by the M5
sports saloon (58.8 kW/ltr),
The basic construction of the BMW high-performance diesel is modelled on the diesel engine already used in
Sports Activity Vehicles X5 and X3, or the large 7 Series. While the 2,993 cc capacity remained unchanged, the
crankcase construction was reinforced predominantly within the area of the crankshaft bearing.
Second-generation Common Rail serves as an injection system, with the flow characteristic of the fuel-injection
nozzles adapted to cope with the new level of output. The 3.0 litre diesel with Variable Twin Turbo has in certain
driving situations lower specific fuel consumption than the basic power uni. Injection timing and combustion
process (compression ratio 16.5:1) were adapted to the new parameters.
The Variable Twin Turbo offers the widest useful engine speed range in its class. In addition to the increase in
output, the useful engine speed range was widened by + 400 rpm. Nominal output of 200 kW/272 bhp is at 4,000
rpm and maximum engine speed is now 5,000 rpm, which is unusually high for a diesel.
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Turbo-lag DI MILANO
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Turbo-matching DI MILANO

Simplified turbocharger
matching calculation:
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Turbo-matching DI MILANO
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Turbo-matching DI MILANO
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Turbo-matching DI MILANO
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Turbo-matching DI MILANO
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Turbo-matching DI MILANO
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Turbo-matching DI MILANO
POLITECNICO

Downsizing SI engines DI MILANO

Why?
To reduce the engine displacement and maintain the same performances:

n
Pe = bmep Vd 

For the same engine power, reduction of total displacement (Vd) and
increase in bmep:
• Turbocharging has to be used.
• Engine runs at higher loads in all its operating range: reduction of
pumping losses.
• The engine is smaller: reduced mechanical friction and weight.
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Downsizing SI engines DI MILANO

Why?
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Downsizing SI engines DI MILANO

Fuel consumption maps of engine with and w/o turbocharging

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Downsizing SI engines DI MILANO

Comparison: “small” supercharged engine and large NA engine,

torque curves
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Downsizing SI engines DI MILANO

Comparison: “small” supercharged engine and large NA engine,

shift of operating points at equal power demand

Turbocharged

Naturally aspirated

Engine speed
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New turbocharged engines DI MILANO

Volvo's new 2.0-L SI engine produces a claimed 331 kW. Note dual turbochargers.

The old automotive adage that “there’s no replacement for displacement” is consistently
challenged by automakers as they follow the downsizing road.

Now Volvo has come up with a 2.0-L four-cylinder gasoline engine that produces a claimed
450 hp (331 kW) and could be offered in the company's latest generation XC90.
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New turbocharged engines DI MILANO

E-booster: electrical compressor

(compressor driven by an electric motor)
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New turbocharged engines DI MILANO

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New turbocharged engines DI MILANO

Its novel boosting system features a bi-turbo configuration supported by an electrically-

driven compressor, ensuring maximum power and linear torque delivery.

Volvo describes the engine simply as “triple boost technology.” It is part of the company’s
Drive-E development program, the downsizing criteria for which include “attractive and usable
power” for broad scale emissions reductions.
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New turbocharged engines DI MILANO

When Volvo launched the Drive-E family in 2013, its stated aim was to deliver advanced four-
cylinder engines based on emissions and fuel consumption relative to performance and
drivability.

The new engine is currently in development. The two parallel turbochargers are linked to
the electrically-powered compressor, which spools up the turbos lower down in the rev
range than is typical, thus virtually eliminating lag.
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New turbocharged engines DI MILANO

A fuel pump working at a high 250 bar is also an important part of the system to achieve
Volvo’s driving experience targets.
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New turbocharged engines DI MILANO

V6 turbo SI engine for Giulia (Alfa Romeo)

510 Hp max power, 2.9 L
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New turbocharged engines DI MILANO

AUDI RS5 TDI

CONCEPT
Engine: 2967cc V6
twin-turbo, electrically
powered compressor
Transmission: 8-speed
auto, four-wheel drive
Power (hp):
385@4200rpm
Torque (lb ft):
553@1250-2000rpm
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Electric compressor (E-booster) DI MILANO

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New turbocharged engines DI MILANO

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New turbocharged engines DI MILANO

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New turbocharged engines DI MILANO

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Electric compressor (E-booster) DI MILANO

POLITECNICO

Electric compressor (E-booster) DI MILANO

POLITECNICO
DI MILANO
POLITECNICO
DI MILANO