Turbocharging & Supercharging

Introduction Engine Development -

Governing Factors
(a) Continuous increase in specific power output :
 downsizing
 carrying load is increasing
 operating speed is increasing

(b) Economy improvements:

 reduced fuel consumption
 reduced oil consumption
 increased filter change period
 increased oil drain interval
 increased life, wear & durability

(c) Emission regulation :

 continuously getting more stringent
 controlled fuel quality
 reduced oil consumption
 engine design technology development
Diesel Engine emissions
Influencing factors
1. Mechanical
- Improved combustion
- Lower oil consumption
- After treatment
2. Fuel Quality
- Lower fuel sulphur
- Higher cetane no.
- Lower aromatics
3. Lubricant quality
- Improved consumption
- Lower deposits
- Cleaner burning Solutions :
 Engine Modifications
 After-treatment systems
 Fuel modifications
Air Management System
 Improving Volumetric Efficiency:
 4-valve DI : Central injector
 Boosting (Turbocharging &
Supercharging)
Air Management System
 Improving Volumetric Efficiency:
 Optimum design of Intake port, intake manifold,
piston bowl

 4-valve DI : Central injector

WHY TURBOCHARGING/POWER
BOOSTING?
to increase power output of the engine for
a given swept volume of cylinders.


to increase ‘power / weight ‘ ratio of the

engine


To achieve smaller engine packaging for

higher power output


 HOW ?
increasing the mass of air trapped and thus air
density in the cylinder allowing more fuel to burn

6
HIGH ALTITUDE PROBLEMS
Naturally Aspirated (NA) engine produces
power in proportion to density of air

Density of air reduces considerably from sea

level to high altitudes

At higher altitudes, NA engines suffer -

 Power loss
 Increased smoke
 Increased fuel consumption

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AREAS OF HIGH ALTITUDE
CORRECTION

 Regaining sea level power at high altitude

 Maintaining engine power operated

between sea level and high altitude

 Overcoming the problem of a turbocharged

engine, tuned at sea level, when operated
at high altitude

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MEANS OF POWER BOOSTING
increase in speed
 Increased number of cylinders
 Increased size of cylinder
 Supercharging
Mechanically driven compressor from the engine
crankshaft

 Turbocharging
Compressor driven by a turbine which runs due to
exhaust gas energy

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Air Management System Boosting : Turbocharging
Mechanical Supercharged Engine

Exhaust
Turbocharg
ed Engine
Air Management System Boosting : Turbocharging

WHAT IS TURBOCHARGING?

Exhaust gas energy, which would be otherwise waste, is

utilised. Thus enhancing the working efficiency of
engine
The Basic Gain

Improvement in
P-V diagram

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Air Management System Boosting : Turbocharging

TURBOCHARGING OFFERS…...

 Smaller engine size for desired power

 Lighter weight
 Improved fuel economy
 More power
 Altitude compensation
 Reduction of smoke - improved digestion
 Lower emissions
 Less noise
 In-built spark arresting
TYPES OF TURBOCHARGINGS

 CONSTANT PRESSURE TURBOCHARGING

 PULSE TURBOCHARGING

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CONSTANT PRESSURE TURBOCHARGING
Exhaust from various cylinders discharge into a common
manifold at pressures higher than the atmospheric pressure.

The exhaust gases from all the cylinders expand to an

approximately constant pressure in the common manifold
having sufficiently large volume and pass from here to the
turbine.

Thus the blow-down energy, in the form of internal

energy, is converted into work in the turbine.

The exhaust gases are maintained at constant pressure

during the cycle so that a pure reaction turbine can be used.

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CONSTANT PRESSURE
TURBOCHARGING

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CONSTANT PRESSURE TURBOCHARGING
Advantages
 For high pressure ratio of compressor and
turbine recovery of exhaust gas is highly
efficient.
 High efficiency due to constant pressure – steady
flow
 Exhaust piping is very simple for a multi-cylinder
engine
 Engine speed is not limited by the pressure
waves in exhaust pipes.
 Good performance at high speeds
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CONSTANT PRESSURE TURBOCHARGING
Disadvantages

 Larger diameter exhaust pipe required to

keep exhaust pressure constant
 Response of the system to load changes is
poor
 At part load, the efficiency decreases due to
partial admission of air to turbine
 Scavenging to get large pressure drop is
difficult

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CONSTANT PRESSURE TURBOCHARGING
Application
 Constant pressure technology is highly
suitable for engines in which a high
degree of turbocharging is necessary
and which do not require acceleration
and frequent operation at part load.
 Large highly rated industrial and
marine engines operating at steady
speed and load

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PULSE TURBOCHARGING
Considerable part of blow down energy is
converted into exhaust pulses as soon as
the exhaust valve opens.
These pulses are led through narrow
exhaust pipes by the shortest route possible
to the turbine where this energy is utilized.
A large proportion of energy is thus
recovered. Towards the end of the exhaust,
the pressure in the exhaust pipe drops
below the scavenging, and large air
pressure makes scavenging quite easy.

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PULSE TURBOCHARGING

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PULSE TURBOCHARGING
Advantages
 Rapid acceleration of the turbocharger to a
higher speed can be obtained when the
engine is suddenly loaded.
 Space required is less due to short and
smaller diameter pipes.
 Comparatively better scavenging is
obtained at low loads due to reduced
pressures in exhaust pipes.
 Recovery of exhaust blow down energy is
efficient.

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PULSE TURBOCHARGING
Disadvantages
 Recovery of energy is poor for high pressure
ratio
 Large number of cylinders results into
complicated inlet and exhaust pipe
arrangements
 Length of pipe is to be controlled, else the
scavenging process is disturbed
 Poor efficiency is obtained in case of one or
two cylinders per turbine inlet

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PULSE TURBOCHARGING
Application
 Pulse charging is widely used for low
pressure ratio turbines and where rapid
acceleration is needed. This method is
ideally suited if three or four cylinders can
be connected to a common exhaust pipe.

 Automotive, truck, marine and industrial

engines of low and medium rating.

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TURBOCHARGER BEHAVIOUR OVER SPEED RANGE

 Smaller turbocharger better at lower speeds

 Larger turbocharger better at higher speeds
 with smaller turbocharger, low speed torque and
economy is optimum. Restrictions and power
loss at higher speeds.
 If large turbocharger is used, optimum peak
power is achieved. Turbocharger lag will be
more at lower speeds. Thus low speed engine
response is poor.
Turbocharger selection is compromise in majority
of applications

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Waste-Gate operation

At higher engine speeds or loads, it is sometimes

essential to control the air flow & exhaust back
pressure, thereby limiting exhaust flow rate and
thus reducing excessive turbocharger speed as well.
Therefore, after a pre-determined lower speeds or
loads, a portion of the exhaust flow is diverted past
the turbine by a by-pass valve – called the waste-
gate.

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TURBOCHARGER BOOST PRESSURE CONTROL
Wastegate
A pneumatically or electrically operated valve allows excess exhaust
gas to by-pass the turbine so that boost pressure can be maintained at
pre-determined level
Compressor Blow Off Valves
Fitted between compressor outlet and engine manifold to allow by-
pass of compressed air. Generally adopted on gasoline engines. Useful
turbine work is partially lost.
Turbine outlet restriction
A fixed orifice is placed before the turbine inlet controlling turbine
energy at higher speeds and thereby boost pressure. However, back
pressure increases.

WASTEGATE IS A BETTER OPTION

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TURBOCHARGER BOOST PRESSURE CONTROL
Wastegate

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VARIABLE GEOMETRY TURBOCHARGER
 By varying the blade angle with speed or mass
flow rate both effective turbine area and
incidence losses at the rotor are controlled.
 Effect of turbine area control improves utilisation
of exhaust gas energy by the turbine at low
engine speeds without over-speeding the
turbocharger or overboosting the engine at high
engine speed.
 A variable geometry system produces the
characteristics of small turbine housing at low
speed and larger turbine housing at high speed.

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TURBOCHARGING WITH
VARIABLE GEOMETRY TURBINE (VGT)
TURBOCHARGING WITH VARIABLE
TURBINE ENTRY GEOMETRY

Max.... Open 3/4 Open Closed

VARIABLE GEOMETRY TURBOCHARGER
 Advantages
Worthwhile for engines whose load and speed
change substantially.


Closing nozzle blades as speed and load reduces,

increases boost pressure and beneficial effect on


smoke and specific fuel consumption

 Disadvantages
Extremely difficult to design a cheap and reliable
system


Additional cost and complexity are more likely to be

accepted on expensive and highly rated engines


only

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TWO STAGE TURBOCHARGER
In case of diesel engines of high rating, i.e. more than 25 bar
BMEP levels, it is recommended to use two stage
turbocharger
Two stage turbocharging is defined as use of two
turbochargers of different sizes in series, e.g. a high-pressure
stage operating on pulse system and a low-pressure stage on
constant pressure

Two stage turbocharger provides -

Less installation problems, particularly in case
of V engines


Less turbocharger lag since moment of inertia

is lower for smaller rotors


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Air Management System Boosting : Turbocharging

Two Stage TC
TWO STAGE TURBOCHARGER
Advantages
 Very wide operating range and high pressure
ratio can be obtained at low cost
 The efficiency is higher than a single stage
turbocharger having a high boost ratio. This gain
can be further increased by using aftercooling
 Better matching of the turbochargers to engine
operating conditions is possible
 The transient response is better than that of a
single stage turbocharged engine

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TWO STAGE TURBOCHARGER
Disadvantages
 Space requirement is higher
 Total system is heavier
 Matching of turbocharger and engine is
quite complex

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TURBOCOMPOUNDING
 Exhaust gases drive the conventional turbocharger and
are then directed to the turbo-compound unit
 The exhaust gas energy is used to spin the second
turbine and then exhausted to atmosphere
 The revolutions of the turbine are stepped down in
various stages by mechanical gears and a hydraulic
coupling. The hydraulic coupling balance out variations
between the rotation of the flywheel and the
turbocompound turbine.
 The flywheel's momentum is increased, and its rotation
becomes more stable and even.

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Turbo-compounding

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TURBOCOMPOUND SYSTEM
Air Management System Boosting : Turbocharging

INTERCOOLING
In the compression process, air also heats up, quite
often to as much as 180 deg C
Hot air is less dense than a cold air. It has negative
effect on cylinder charging.
Cooling the air after compression, prior to feeding
into intake manifold, increases the density of air. That
means more oxygen available for burning more fuel,
thus more power output at a given speed.
This is known as intercooling.
Air Management System Boosting : Turbocharging

INTERCOOLING

Air-to-air cooling Air-to-air cooling

(mechanical fan) (turbine fan)
Air Management System Boosting : Turbocharging

Benefits of Intercooling

Lower temperature of air also reduces the temperature

generated during compression stroke. It has visible
advantages –
• Greater thermal efficiency. Lower fuel consumption,
lower smoke
• Reduction in NOx emission
• Lower thermal stresses on cylinder head / block / piston
• In case of gasoline engine – lower knocking
Turbocharging of gasoline engines

Gasoline engines are less convenient than diesel

engines for turbocharging for the following
main reasons:
Combustion knock limits the gain that can be
achieved


Greater speed range and inlet throttle control leads to

requirement of large mass flow range.


Close to stoichiometric A/F ratio means very high

exhaust temperature – bearing cooling is critical


Turbocharger lag in transient operation has a greater

direct influence on engine response.


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BOOST : Advantage of Turbocharging
High Torque
at
lower speeds
Equal power P1
at lower speed

{
P1 ( N1 < N2 )

P2
power

More power P1
at same speed N1
( P1 > P2 )

N1 N2 speed

Promotes engine DOWNSIZING

Air Management System Boosting : Turbocharging
Mechanical Supercharged Engine

Exhaust
Turbocharg
ed Engine
Mechanical Supercharger
Mechanical Supercharger

Roots Blower

Centrifugal
Mechanical Superchargers
Mechanical Superchargers

Typical Performance Map of a Root type Blower

Mechanical Superchargers
Typical Performance
Map of a Centrifugal
type Supercharger
Mechanical Superchargers
 Turbocharging is not possible for Single cylinder
engines due too long time period between firings.
 Turbocharging is complex & expensive for two
cylinder diesel engines because of turbo lag and
the firing sequence(Odd & Even Firing).
 Supercharging seems to be a promising option for
these engines for power boosting.
 Parasitic Loss is high hence not a preferred choice
for diesel engines
 Predominantly seen in Gasoline Engine
 Combination of Super-Turbo getting relevance
for high rated engines
Turbocharger vs. Supercharger
TURBOCHARGER SUPERCHARGER
Lag Yes No
Efficiency higher lower
Boost pressures High low
intercooler Mostly necessary Not always
surge Present. May damage engine. Not present
Back pressure increases No issue
noise less more
reliability lower higher
Max power output More less
Engine tuning More complex Less complex
no of cylinders Higher the smoother. No dependency
No of parts more Less
Ease of installation complex Easier
cost ?????