|

|
|

 |
Ô
 




      
  !
"  #$

 %  &#

 '(
" '))
!
 '*+*,*-*


"  $
! . "

|
 
 


 |
I take this opportunity to present my votes of thanks to all those
guidepost who really acted as lightening pillars to enlighten our
way throughout this project that has led to successful and
satisfactory completion of this study.
We are highly thankful to MrÄ ±asdeep Singh for his active support,
valuable time and advice, whole-hearted guidance, sincere
cooperation and pains-taking involvement during the study and in
completing the assignment of preparing the said project within the
time stipulated.
Lastly, We are thankful to all those, particularly the various friends
, who have been instrumental in creating proper, healthy and
conductive environment and including new and fresh innovative
ideas for us during the project, their help, it would have been
extremely difficult for us to prepare the project in a time bound
framework.|
›


ã. Introduction to Supercharger
2. History of Supercharger
3. Types of supercharger
ã
ositive displacement
K ›ompression type
K ›apacity rating
2 ynamic ›ompressor
3 thers
4. Supercharger drive types
5. Temperature effects and intercoolers
6. Introduction to Turbocharger
7. Nomenclature of Turbocharger
8. History of Turbocharger
† „viation
†
roduction automobiles
9. perating principle of Turbocharger
ã. Multiple turbochargers
K
arallel
K Sequential
ãã. ›omparison between Turbo and Super charger
ã2. References
 ´ 2


  
 
„ supercharger is an air compressor used for forced induction of an internal
combustion engine. The greater mass flow -rate provides more oxygen to
support combustion than would be available in a naturally -aspirated engine,
which allows more fuel to be burned and more wo rk to be done per cycle,
increasing the power output of the engine.
ower for the unit can come
mechanically by a belt, gear, shaft, or chain connected to the engine's
crankshaft. When power comes from an exhaust gas turbine a supercharger is
known as a turbosupercharger ± typically referred to simply as a turbocharger or
just turbo. ›ommon usage restricts the term supercharger to mechanically
driven units.


   
 

In ã86, brothers
hilander and Francis Marion Roots of ›onnersville, Indiana,

patented the design for an air mover, for use in blast furnaces and other
industrial applications. By the late ã8s, it had made its way to Germany,
where an engineer called Krigar invented an air pump that utilized twin rotating
shafts that compressed air. The combination of the pair of inventions resulted in
a third, with the first functional supercharger attri buted to German engineer
Gottlieb aimler, who received a German patent for supercharging an internal
combustion engine in ã885. Louis Renault patented a centrifugal supercharger
in France in ã92. „n early supercharged race car was built by Lee ›hadwick
of
ottstown,
ennsylvania in ã98, which, it was reported, reached a speed of
ã miles per hour (ã6 km/h .

   
 
There are two main types of supercharger defined according to the method of
compression:  
   
and     . The former
deliver a fairly constant level of boost regardless of engine speed (R
M ,
whereas the latter deliver increasing boost with increasing engine speed.

|m 
   

ositive-displacement pumps deliver a nearly -fixed volume of air per revolution

at all speeds (minus leakage, which is nearly constant at all speeds for a given
pressure and so its importance decreases at higherspeeds . The device divides
the air mechanically into parcels for delivery to the engine, mechanically
moving the air into the engine bit by bit.
Major types of positive-displacement pumps include:

K Roots
K Lysholm screw
K Sliding vane
K Scroll-type supercharger, also known as the G-Lader

ositive-displacement pumps are further divided into internal compression and

external compression types.

K › 


ositive-displacement pumps are further divided into internal compression and
external compression types. Roots superchargers are typically external
compression only (although high-helix roots blowers attempt to emulate the
internal compression of the Lysholm screw .

K pxternal compression refers to pumps that transfer air at ambient pressure

into the engine. If the engine is running under boost conditions, the
pressure in the intake manifold is higher than that coming from the
supercharger. That causes a backflow from the engine into the
supercharger until the two reach equilibrium. It is the backflow that
actually compresses the incoming gas. This is a highly inefficient process,
and the main factor in the lack of efficiency of Roots superchargers when
used at high boost levels. The lower the boost level the smaller is this
loss, and Roots blowers are very efficient at moving air at low pressure
differentials, which is what they were first invented for (hence the
original term "blower" .

„ll the other types have some degree of internal compression.

Internal compression refers to the compression of air within the supercharger

itself, which, already at or close to boost level, can be delivered smoothly to the
engine with little or no back flow. This is more efficient than back flow
compression and allows higher efficiency to be achieved. Internal compression
devices usually use a fixed internal compression ratio. When the boost pressure
is equal to the compression pressure of the supercharger, the back flow is zero.
If the boost pressure exceeds that compression pressure, back flow can still
occur as in a roots blower. Internal compression blowers must be matched to the
expected boost pressure in order t o achieve the higher efficiency they are
capable of, otherwise they will suffer the same problems and low efficiency of
the roots blowers.
 K ›
 
 

ositive-displacement superchargers are usually rated by their capacity per
revolution. In the case of the Roots blower, the GM› rating pattern is typical.
The GM› types are rated according to how many two -stroke cylinders, and the
size of those cylinders, it is designed to scavenge. GM› has made 2±7ã, 3±7ã,
4±7ã, and the famed 6±7ã blowers. For example, a 6±7ã blower is designed to
scavenge six cylinders of 7ã cubic inches each and would be used on a two -
stroke diesel of 426 cubic inches, which is designat ed a 6±7ã the blower takes
this same designation. However, because 6 ±7ã is actually the engine's
designation, the actual displacement is less than the simple multiplication would
suggest. „ 6±7ã actually pumps 339 cubic inches per revolution.

„ftermarket derivatives continue the trend with 8±7ã to current ã4±7ã blowers.
From this, one can see that a 6±7ã is roughly twice the size of a 3±7ã. GM›
also made í53-cubic-inch series in 2-, 3-, 4-, 6-, and 8±53 sizes, as well as a
³V7ã series for use on engines using a V configuration.

'|  › 

ynamic compressors rely on accelerating the air to high speed and then
exchanging that velocity for pressure by diffusing or slowing it down.

Major types of dynamic compressor are:

K ›entrifugal
K Multi-stage axial-flow
K
ressure wave supercharger

a|


K plectric motor

„ll types of compressor may be mated to and driven by either gas turbine
or mechanical linkage. ynamic c ompressors are most often matched
with gas turbine drives due to their similar high -speed characteristics,
whereas positive displacement pumps usually use one of the mechanical
drives. However, all of the possible combinations have been tried with
various levels of success. In principle, a positive displacement engine
could be used in place of an exhaust turbine to improve low speed
performance. plectric superchargers are all essentially fans (axial pumps .
„ form of regenerative braking has been tried where the car is slowed by
compressing air for future acceleration.
 
  
 
Superchargers are further defined according to their method of drive
(mechanical²or turbine .

| V 
 

K Belt (V-belt, Synchronous belt, Flat belt

K irect drive
K Gear drive
K ›hain drive

þ|


þ
K „xial turbine
K Radial turbine

  
  
  
  

 
  ›  Ä þ
  
 . Graph shows how a
supercharger's ›T varies with air temperature and altitude (absolute pressure .

ne downside of supercharging is that compressing the air increases its

temperature. When a supercharger is used on an internal combustion engine, the
temperature of the fuel/air charge becomes a major limiting factor in engine
—

 
t
 t —
t
 ill    tti  t  l i
i
t

—
 i iti i    t t i   
 t i    
—
l    it i  t   ti  
  l
  t  t 
 i
—  

t i —il t tit t t —
t

i 
   —


  li

it   i t
—i —
 


:
 i t i
t —
t

 t —
t
t
t —


 i t t—
i —

l t 
 —

t
t —

l t 
 Rti  — ii  t 
i

 — ii  t t tt —


 — ii  t t tt l 



—l  i   —

  i i — i  —i  
  t t
  l  l i t —

 !" —i  
 i t t —
t

"# $ t t —
t
 t i
t
t  —


ill  # $
"! $› %i t —
t
i   t —

i
 t —
t

›&%  ilit    t 
li t i
t
t —

i
 i—
tt

 iti t  i —il  tti    t it  
 

—
i t l t   t  i  —

 t tt
t i
t l    it
i  t   it i  
  

t   it t  
—

t 
i t —



´ 2

 
  

 
„
  
 

  i   —

  

  i ti  
it
l  ti i  „ 
   —


 t t


i
 
t —

 i
t
i t i t 
t 
—
 „ t



t —

—
   t
i i i 
i   t i ' 

 t  
t
t i
t  il 
i  %i ll  t


t
i   i
 
 ii  t t
t—   
  i ti
—

 i 

 l
l t —
iti l

 
  þ
 
parly manufacturers of turbochargers referred to them as "turbosuperchargers".
„ supercharger is an air compressor used for forced induction of an engine.
Logically then, adding a turbine to turn the supercharger would yield a
"turbosupercharger". However, the term was soon shortened to "turbocharger".
This is now a source of confusion, as the term "turbosupercharged" is
sometimes used to refer to an engine that uses both a crankshaft -driven
supercharger and an exhaust -driven turbocharger, often referred to as
twincharging.

„viation engine manufacturers such as Teledyne ›ontinental Motors still use

the term ¢urbosupercharged to refer to turbo chargers that are used to boost
manifold pressure above 㠄TM. Turbochargers that maintain 㠄TM of
manifold pressure to a specific altitude are considered turbo-normalized.
Though these represent true turbochargers, they should not be confused with
some aircraft engines that employ actual engine -driven superchargers.


  þ
 
The turbocharger was invented by Swiss engineer „lfred Büchi. His patent for a
turbocharger was applied for use in ã95. [ã iesel ships and locomotives with
turbochargers began appearing in the ã92s.

† 

uring the First World War French engineer „uguste Rateau fitted
turbochargers to Renault engines powering various French fighters with some
success.

In ã9ã8, General plectric engineer Sanford Moss attached a turbo to a Vã2

`iber¢ aircraft engine. The engine was tested at
ikes
eak in ›olorado at
ã4, feet (4,3 m to demonstrate that it could eliminate the power losses
usually experienced in internal combustion engines as a result of reduced air
pressure and density at high altitude.

Turbochargers were first used in production aircraft engines such as the Napier
Lioness, in the ã92s before World War II, although they were less common
than engine-driven centrifugal superchargers. The primary purpose behind most
aircraft-based applications was to increase the altitude at which the airplane
could fly, by compensating for the lower atmospheric pressure present at high
altitude. „ircraft such as the Fw ã9, B-ã7 Flying Fortress, and
-47
Thunderbolt all used turbochargers to increase high altitude engine power.
 † m
 
þ
The first turbocharged diesel truck was produced by 4chweizer Maschinenfabrik
4aurer (Swiss Machine Works Saurer in ã938.[4

The ›hevrolet ›orvair's turbocharged engine. The turbo, located at top right, feeds
pressurized air into the engine through the chrome T-pipe spanning the engine.

The first production turbocharged automobile engines came from General

Motors in ã962. The Y-body ldsmobile ›utlass ±etfire was fitted with a
Garrett „iResearch turbocharger and the ›hevrolet ›orvair Monza Spyder with
a TRW turbocharger. [5[6[7 „t the
aris auto show in ã974, during the height of
the oil crisis,
orsche introduced the 9ãã Turbo ± the world¶s first production
sports car with an exhaust turbocharger and pressure regulator. This was made
possible by the introduction of a wastegate to direct excess exhaust gasses away
from the exhaust turbine. [8 The world's first production turbo diesel
automobiles were the Garrett-turbocharged Mercedes 3S and the
eugeot
64, both introduced in ã978. Today, most automotive diesels are turbocharged.

K ã962 ldsmobile ›utlass ±etfire

K ã962 ›hevrolet ›orvair Monza Spyder
K ã973 BMW 22 Turbo
K ã974
orsche 9ãã Turbo
K ã978 Buick Regal
K ã978 Saab 99
K ã978
eugeot 64 turbodiesel
K ã978 Mercedes-Benz 3S turbodiesel (United States/›anada
K ã979 „lfa Romeo „lfetta GTV 2 Turbodelta
K ã98 Mitsubishi Lancer GT Turbo
K ã98
ontiac Firebird
K ã98 Renault 5 Turbo
K ã98ã Volvo 24-series Turbo
  
     þ
 
„ turbocharger is a small centrifugal pump driven by the energy of the exhaust
gases of an engine. „ turbocharger consists of a turbine and a compressor on a
shared shaft. The turbine converts kinetic energy from the engine exhaust's
velocity and potential energy from the exhaust's higher-than-atmospheric
pressure into rotational kinetic energy, which is in turn used to drive the
compressor. The compressor draws in ambient air and pumps it into the intake
manifold at increased pressure, resulting in a greater mass of air entering the
cylinders on each intake stroke.

The objective of a turbocharger is the s ame as that of a supercharger to improve

an engine's volumetric efficiency by solving one of its cardinal limitations. „
naturally aspirated automobile engine relies mostly on the downward stroke of a
piston to create an area of low pressure in order to draw air into the cylinder
through one or more intake valves. The pressure in the atmosphere is no more
than ã atm (approximately ã4.7 psi, or ã bar , so there ultimately will be a limit
to the pressure difference across the intake valves and thus the amount of
airflow entering the combustion chamber. Since the turbocharger increases the
pressure at the point where air is entering the cylinder, a greater mass of air
(oxygen will be forced in as the inlet manifold pressure increases. The presence
of additional air mass in the cylinder makes it possible to create a bigger
explosion if more fuel is injected, increasing the power and torque output of the
engine.

To avoid detonation and physical damage to the host engine, the intake
manifold pressure must not get too high, thus the pressure at the intake manifold
of the engine must be controlled by some means. „ Wastegate, which vents
excess exhaust gas so that it will bypass the exhaust turbine is the most common
boost control device. „n actuator, connected to the compressor outlet via a
signal hose, and usually controlled via a solenoid by the car's pngine ›ontrol
Unit, forces the wastegate to open as the boost pressure rises. The reduction in
turbine speed results in the compressor slowing, and in less air pressure at the
intake manifold.

Modern Group N Rally cars are forced by the rules to use a 34mm restrictor at
the compressor inlet, which effectively limits the maximum boost (pressure
above atmospheric that the cars can achieve at high rpm. Interestingly, at low
rpm they can reach boost pressures of above 22psi (ã.5bar .
V

þ
  
† m 
Some engines, such as V-type engines, utilize two identically-sized but smaller
turbos, each fed by a separate set of exhaust streams from the engine. The two
smaller turbos produce the same (or more aggregate amo unt of boost as a
larger single turbo, but since they are smaller they reach their optimal R
M, and
thus optimal boost delivery, more quickly. Such an arrangement of turbos is
typically referred to as a parallel twin-turbo system. The first production
automobile with parallel twin turbochargers was the Maserati Biturbo of the
early ã98s. Later such insta llations include
orsche 9ãã TT, Nissan GT-R,
Mitsubishi 3GT VR-4, Nissan 3 TT, Toyota Supra Turbo, „udi RS6,
and OV
 
þ aÄ 
  
     [N54 uses two different
in size turbos, a sequential setup cars ( p9, p8ã, p6 .

†  

Some car makers combat lag by using two small turbos. „ typical arrangement
for this is to have one turbo active across the entire rev range of the engine and
one coming on-line at higher R
M. Below this R
M, both exhaust and air inlet
of the secondary turbo are closed. Being individually smaller they do not suffer
from excessive lag and having the second turbo operating at a higher R
M
range allows it to get to full rotational speed before it is required. Such
combinations are referred to as a sequential twin-turbo.
orsche first used this
technology in ã985 in the
orsche 959. Sequential twin-turbos are usually much
more complicated than a single or parallel t win-turbo systems because they
require what amounts to three sets of intake and waste gate pipes for the two
turbochargers as well as valves to control the direction of the exhaust gases.
Many new diesel engines use this technology to not only eliminate la g but also
to reduce fuel consumption and reduce emissions.

›  þ
 þ     

 
Let's start with the similarities. Both turbochargers and superchargers are called
forced induction systems. They compress the air flowing into the engine (see
How ›ar pngines Work for a description of airflow in a normal engine . The
advantage of compressing the air is that it lets the en gine stuff more air into a
cylinder. More air means that more fuel can be stuffed in, too, so you get more
power from each explosion in each cylinder. „ turbo/supercharged engine
produces more power overall than the same engine without the charging.
The typical boost provided by either a turbocharger or a supercharger is 6 to 8
pounds per square inch (psi . Since normal atmospheric pressure is ã4.7 psi at
sea level, you can see that you are getting about 5-percent more air into the
engine. Therefore, you would expect to get 5 -percent more power. It's not
perfectly efficient, though, so you might get a 3 -percent to 4-percent
improvement instead.

The key difference between a turbocharger and a supercharger is its power

supply. Something has to supply the power to run the air compressor. In a
supercharger, there is a belt that connects directly to the engine. It gets its power
the same way that the water pump or alternator does. „ turbochar ger, on the
other hand, gets its power from the exhaust stream. The exhaust runs through a
turbine, which in turn spins the compressor (see How Gas Turbine pngines
Work for details .

There are tradeoffs in both systems. In theory, a turbocharger is more efficient

because it is using the "wasted" energy in the exhaust stream for its power
source. n the other hand, a turbocharger causes some amount of back pressure
in the exhaust system and tends to provide less boost until the engine is running
at higher R
Ms. Superchargers are easier to install but tend to be more
expensive.

    
„utomobile Mechanics- William H. ›rouse

http://en.wikipedia.org/wiki/Turbocharger

http://en.wikipedia.org/wiki/Supercharger||