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Recent Developments in Automotive Turbochargers

History

INTRODUCTION: The power output of a naturally aspirated internal combustion engine can be increased either by enlarging the swept volume or by increasing the rotational speed. An increase in swept volume results in an engine which is larger and heavier and thereby more expensive. There are several limitations and disadvantages in increasing the engine speed, particularly on larger engines. An elegant solution is to increase the engine output by pressure charging, usually using an exhaust gas driven turbocharger. Use of exhaust gas turbochargers is increasing very rapidly to achieve not only fuel economy but also to control exhaust emissions. EXHAUST GAS TURBOCHARGER : Turbocharger normally comprises of a centrifugal compressor and a single stage gas turbine mounted on a common shaft. The turbine recovers part of the exhaust gas energy, thus driving the compressor. The compressor draws fresh air and delivers it under pressure to the engine. This results in a greater mass of air being delivered to the engine which allows more fuel to be burnt and the engine develops more power. A schematic diagram of a 4 cylinder turbocharged engine is shown in Fig 1.

Exhaust gas Turbocharging

Figure 1

ADVANTAGES OF THE EXHAUST GAS TURBOCHARGER :


The turbocharged engine has a number of advantages over naturally aspirated engine. Power to - weight ratio of the turbocharged engine is higher than naturally aspirated engine.

with a

The size of the turbocharged engine is smaller than that of naturally aspirated engine of equal output.

The application range of an existing series of naturally aspirated engine can be extended to various power ranges with flexible matching of the turbocharger.

The high altitude power loss of turbocharged engine is significantly less than that of naturally aspirated engine.

The turbocharged engine has a reduced specific fuel consumption since part of the exhaust gas energy is utilized in the turbocharger. The turbocharged engine can be well adapted for control of exhaust emissions.

The turbocharged engine is quieter than a naturally aspirated engine for the same power.

ENGINE MATCHING OF EXHAUST GAS TURBOCHARGER Although the installation of a turbocharger on the engine is quite simple, the engine must fulfill certain pre-requisites. These are: Thermodynamic compatibility of the engine and the turbocharger over the the complete operational range of the engine. Based on the application of the engine the majority of the operating points (load speed characteristics) should lie in the efficient operating range of compressor and turbine characteristics. Mechanical integrity of the engine: The engine components must be able to withstand the thermal and mechanical stresses which are likely to be higher than the naturally aspirated engine. The objective in matching the turbocharger to an engine is to find the right combination of turbocharger compressor and turbine to suit the engine and its application. The prerequisite for a successful matching needs development of a number of compressor & turbine modules to cover all intended applications. This matching requires very close cooperation between the engine and turbocharger manufacturers. A view of the turbocharger for truck diesel engine and the characteristics of the engine super-imposed on the turbocharger compressor map are shown in Fig.1.

Types of Turbocharging

Constant Pressure Turbocharging Pulse Turbocharging

Pulse Turbocharging

The kinetic energy of the exhaust gas exiting from the cylinders is mostly recovered. The exhaust manifold will be bifurcated to join the cylinders, which do not interfere during gas exchange process. Turbine housing is divided to accept the exhaust pulse from each branch of the exhaust manifold. Better low speed engine performance

Constant Pressure Turbocharging


The pressure pulsation is smoothened out by relatively large exhaust manifold. Large marine engines, Gensets and Industrial engines use this type.

Construction and function of a Turbocharger

A Turbocharger consists of a compressor and a turbine connected by a common shaft. Centrifugal compressors and centripetal turbines are most popular types used in automotive applications and form the basis for most turbochargers today.

Compressor

The turbocharger centrifugal compressor has three essential components. Compressor wheel, diffuser and housing. With the rotational speed of the wheel, air is drawn in axially, accelerated to high velocity and then expelled in a radial direction. The diffuser slows down the high velocity air, so that both pressure and temperature rise. The housing collects the air and slows it down further before it reaches the compressor exit.

Compressor Map:

Turbine

The turbocharger turbine, which consists of a turbine wheel and turbine housing, converts the engine exhaust gas into mechanical energy to drive the compressor. The gas, which is restricted by turbine housing cross sectional area, results in a pressure and temperature drop between the inlet and the outlet. This pressure drop is converted by the turbine into kinetic energy to drive the turbine wheel. Single entry turbine housing Twin entry turbine housing Variable turbine geometry

Turbine Map

Turbocharger Control Systems

Control system

To meet the demands of the engine at low speeds, full boost pressure should be available. At the same time, at high speeds, this boost pressure needs to be controlled to achieve the required engine performance.

Control by turbine side bypass

The turbine size is chosen to meet the low speed airflow requirements. Beyond certain speed, to control the boost pressure, part of the exhaust is bypassed. The waste gate opens or closes the bypass in response to the boost pressure, thus maintaining the boost pressure.

Variable turbine geometry


VTG allows the turbine flow cross section to be varied in accordance with the engine operating point. VTG has variable guide vanes. As a result of continuous turbine cross section adjustment to the engine airflow requirements, SFC and emissions are reduced. High engine torque at low speeds and with adequate control strategy ensures a significant improvement of dynamic performance. Guide vane control is mostly electronic through a vacuum regulated actuator and a proportional valve. Electric actuators with position feed back are also used for vane control.

Torque-motor

DC motor

Two Stage turbocharging

Conclusions

The application of Turbocharged engines diesel as well as petrol is on the increase world wide due to stringent emission norms and need for more efficient engines. This has been facilitated by the development of extremely small turbochargers as well as various control systems. This has led to better emission control and fuel economy

Turbocharger Test Rig

COMPRESSOR PERFORMANCE

TURBINE PERFORMANCE

Oil Free Rotary Screw Compressor for Turbocharger Test Rig

Type Model Flow Range Maximum Delivery Pressure

: : : :

Atlas Copco make ZE4 VSD 0.218 to 0.812 m3 /s 3.5 bar (g)

Engine Test Dynamometer

For matching turbochargers

I.

Dynamometer Type Model Maximum Power Maximum Torque Maximum Speed

: : : : :

AVL Make Alpha 350 350 kW 1500 N-m 7000 rpm

II. III. IV.

Intercooler provision Flow Meter for Fuel flow measurement Smoke Meter AVL make

NVH Facilities for Noise and Vibration Analysis of Turbocharger and parts.
1. LMS - SCADAS System for Data acquisition

2.
3. 4.

Ultra low weight Accelerometer Sensors


High Temperature Microphone High Frequency Shaker

Natural Frequency Measurement

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