Turbo Architecture Types

Two-Stage Turbocharging
VTG Technology

Dave Andrews
Senior Application Engineer
March 29, 2008
What exactly do we sell?

We sell performance. In other words, the ability to efficiently and

reliably turn exhaust energy into boost pressure.

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

How Did We Get To Where We Are Today?
Swiss (Alfred Buchi) patent in 1905, applied to engine in
20’s

Turbos commercialized in 40’s and 50’s (e.g.- 3K and

Schwitzer)

On-road usage becomes more popular in 60’s and 70’s,

advent of the wastegate

Schwitzer facility in Asheville built in early 80’s

VTG and Two-Stage turbocharging developed in 80’s and

90’s

Borg Warner purchases 3K and Schwitzer (competitors) in

1999 and 2000

VTG, Electronic Actuator, and Two-Stage technologies

commercialized in the last 5 years

Today’s Borg Warner Turbo Systems is the result!

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

What Does “Turbo Architecture” Mean?

Wastegated
Fixed Geometry R2S

Bypass Valves (Throttles)

VTG

We use the word “architecture” to define the turbo system’s

layout or arrangement. 4

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Where does all the fuel go?

EGR Cooler

28-33% to Crankshaft

Fuel (100%) 25-28% to Heat

30-35% to Exhaust

Turbo Overall
Efficiency is 45-55%
Approximately 13-17% of the
fuel energy makes it’s way
back into the boost air
(Percentage values are approximate, and representative of full-load CI operation) 5

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

What is the primary source of Asheville engineering’s
workload?

Diesel Emission Regulations

In the past 5-7 years, two major events occurred that created the need for
advanced turbo architecture for medium and heavy duty diesel
engines.

1. Use of EGR as a combustion diluent which lowers peak cylinder

temperatures and hence NOx formation, coupled with exhaust
aftertreatment to reduce PM emissions.
+
2. Emergence of “chassis certification” drive cycle testing as a viable
alternative for diesel engines in relatively light trucks, comparable to
the way that passenger cars are regulated.

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Why choose a VTG?

When you are still within the capabilities of a single

compressor, a VTG allows tremendous flexibility.

Fixed geometry turbine BV63 Variable Turbine Geometry Map

71%
3.0
BV63 VTG
70%
0.03
2.6
2 0 114 5 .t 5 68%
45 4
39 9
u r edT = 5 0 4 m / s
0.025
65%
2.2

333
62%
0.02
1.8
252
60%

Phi
0.015
1.4 57%

0.01 54%
1.0

51%
0.005
0.6
49%

0 46%
0.2
1.00 1.35 1.70 2.05 2.40 2.75 3.10 3.45 3.80 4.15 4.50 4.85 5.20
1 1.5 2 2.5 3 3.5
Turbine Expansion Ratio (T-S)

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Why use two-stage?

The prevailing reason is that many of today’s applications

overwhelm the capability of a single compressor
stage.
• Two Stage systems allow significantly higher boost pressures
and higher EGR%’s than a single turbo
• A two stage system can also offer higher stage efficiency

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Why use two-stage?

Single Turbo Comp Map

0.74
5
0.73

4.5
0.72 Operation along lugline
0.71
0.7
gives poor results:
4
0.69 •Overly high tip speeds (>560 m/s)
Pressure Ratio (~)

3.5 0.68 •Very high compressor outlet

0.66 temperatures (>500 deg F)
3 0.64 •Poor compressor efficiency
2.5
0.62 •No surge margin or altitude
0.6
capability
0.58
2 •Requires titanium compressor
0.5
1.5 0.4
wheel for durability
0.3
1 0.2
0 0.05 0.1 0.15 0.2 0.25
0.1
Corrected Flow (kg/sec)

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

What happens when you divide the task?
HP Compressor LP Compressor
HP Comp Map: 060T76 LP Comp Map: 080S72AA
0.74 0.77
2.8 5
0.73 0.76

0.72 0.75
2.6 4.5
0.71 0.74

2.4 0.7 0.73

4
0.69 0.72

2.2 0.71
0.68
3.5
0.69
Pressure Ratio (~)

Pressure Ratio (~)

0.66
2
0.64 0.67
3
0.62 0.65
1.8
0.6 0.63
2.5
0.58 0.61
1.6
0.5 0.6
2
1.4 0.4 0.5

0.3 0.4
1.5
1.2 0.2 0.3

0.1 0.2
1 1 0.1
0.1
0 0.05 0.1 0.15 0.2 0.25 0.3 0 0.1 0.2 0.3 0.4 0.5 0.6
Corrected Flow (kg/sec) Corrected Flow (kg/sec)

Everything gets better: speeds come down, efficiency goes up,

lots of surge margin and altitude capability, etc. 10

CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

We’ve now made the right choice for performance. Will it fit?

Series Sequential R2S

(Variable) Regulated 2 Stage w/ Bypasses & Wastegates Regulated 2 Stage – Non Bypassing

Medium VTG Small VTG

Single Stage, Such as BV63 (BV50 shown)

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

VTG Technology
(Variable Turbine Geometry)

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VTG Usage

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Assembly Diagram of Heavy-Duty VTG Turbine Stage

Turbine Housing
Lower Vane Ring
Vane Spacer
Vane Lever Vane
Upper Vane Ring Assm
Precision Stud
Adj Ring Assm
Small Pin
Large Block
Small Block
Large Pin
Actuation Pivot Shaft
Bearing Housing
Stand-off Pin

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

VTG Adjustment Mechanism (Heavy Duty)

Sliding Block Adjustment ring

(rotates on pin)
Vane Rings

Pin (welded to ring)

Vane Lever

Vane

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Aerodynamic Inlet From Volute into VTG

(Vanes Open)

(Vanes Closed)

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Vane Position, and How It Modulates Turbine Power

71%
BV63 VTG
70%
0.03
68%
0.025
65%

62%
0.02
Vanes Closed 60%

Phi
0.015
57%

54%
0.01
51%
0.005
49%

0 46%

1 1.5 2 2.5 3 3.5

Vanes Open
Turbine Expansion Ratio (T-S)

VTG can act like a small turbine when the vanes are closed,
and a large turbine when the vanes are fully open
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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Turbine Wheel Incidence Angle

Leading Edge

Trailing Edge

C α W
U

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VTG – Gas Flow Modeling (CFD)

Vanes 30% Open Vanes 60% Open

Pressure Loss Through Vane Vane Inlet Conditions

Pack

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

Recent Technology (Market Releases)

2007 (2008MY) Ford Diesel Super-duty Truck

• Heavy Duty VTG incl. corrosion resistance
• Two-stage Compounded Turbocharging
• Electronic Actuation

2007 Porsche 911 (Gasoline) Twin VTG

• 1000 º C (1832 º F) Exhaust Gas Temps
• Electronic Actuation (Dual)

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Passenger Car VTG

• Lower Cost, Light-

Duty Mechanism

• Single-Axle Vane
Pivoting

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

VTG – Durability Challenges

Moving parts, subjected to:

Extremely High temperature (Softening, Warpage, etc..)
Vibration
No lubrication
Corrosion risk
Very large number of accumulated movements
(Often more than 50 million movements during vehicle life!)

Robust design and rigorous testing required

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

VTG Durability Testing
• High Temperature On-Engine Testing

• Thermal Shock Testing

•5 min. cold, 5 min. hot (alternating)

• Turbine Wheel Fatigue Testing

• Thermal Mapping

• Actuator / Linkage Endurance Testing

• Corrosion Chamber Testing

• Customer Engine/Field Testing

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

How Is the VTG Movement
Controlled?
Low-Torque Electronic Actuator for
Small VTG Turbos Medium-Torque Electronic Actuator for
Intermediate Sized VTG Turbos

1. 3.
Pneumatic (Vacuum
or Boost)
4.

2.
Pneumatic with Position Sensor
5. High-Torque Electronic
Actuator for Heavy Duty VTG
Turbos

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I

ANY QUESTIONS?

Thanks, and we hope you enjoy your stay in Asheville!

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CONFIDENTIAL INFORMATION 3-29-2008, G.P.I