Engine Turbo/Super Charging

Super and Turbo-charging

Why super/ turbo-charging?

• Fuel burned per cycle in an IC engine is air limited
– (F/A)stoich = 1/14.6
ηf,ηv– fuel conversion and volumetric
ηf m f QHV efficiencies

Torq =
mf – fuel mass per cycle
QHV– fuel heating value
2πnR nR – 1 for 2-stroke, 2 for 4-stroke engine
N – revolution per second
Power = Torq ⋅ 2πN VD – engine displacement
ρa,0 – air density

( )
m f = F η V ρa,0 VD
A

Super/turbo-charging: increase air density

 Super- and Turbo- Charging

Purpose: To increase the charge density

• Supercharge: compressor powered by engine output
– No turbo-lag
– Does not impact exhaust treatment
– Fuel consumption penalty
• Turbo-charge: compressor powered by exhaust turbine

– Uses ‘wasted’ exhaust energy

– Turbo- lag problem
– Affects exhaust treatment
• Intercooler
– Increase charge density (hence output power) by cooling the
charge

– Lowers NOx emissions

 Exhaust-gas turbocharger for trucks

Charge-air pressure regulation with
wastegate on exhaust gas end. 1.Engine,
2. Exhaust-gas turbochager, 3. Wastegate
1.Compressor housing, 2. Compressor
impeller, 3. Turbine housing, 4. Rotor, 5.
Bearing housing, 6. inflowing exhaust gas, 7.
Out-flowing exhaust gas, 8. Atmospheric fresh
air, 9. Pre-compressed fresh air, 10. Oil inlet,
11. Oil return

Images removed due to copyright restrictions. Please see illustrations of "Charge-air Pressure Regulation with Wastegate on Exhaust
Gas End", and "Exhaust-gas Turbocharger for Trucks." In the Bosch Automotive Handbook. London, England: John Wiley & Sons, 2004.

From Bosch Automotive Handbook

 Compressor: basic thermodynamics

Compressor efficiency ηc
2
W

 W ηc = ideal
m 
W
1 actual
⎛T ′ ⎞
  c p T1
Wideal = m ⎜ 2
− 1⎟
T ⎜ T1 ⎟
P2 ⎝ ⎠
Ideal γ−1
process T2′ ⎛ P2 ⎞ γ
2 P1
= ⎜⎜ ⎟⎟
2’ T1 ⎝ P1 ⎠
⎛ γ−1 ⎞
1 ⎜ ⎛ P ⎞ γ ⎟
  c p T1⎜ ⎜ ⎟ − 1⎟
actual =
2
Actual W m ⎜ ⎟
process ηc ⎜⎜ ⎝ P1 ⎠ ⎟⎟
1
⎝ ⎠

W
s T2 = T1 + actual
m cp
 Turbine: basic thermodynamics

4
Turbine efficiency ηt
 W
W ηt = actual
W 
ideal


m ⎛ T ′⎞

W = 
m c T ⎜1− 4 ⎟
p 3⎜
T3 ⎟
ideal
T ⎝ ⎠
P3 γ−1
Ideal
T4′ ⎛ P4 ⎞ γ
process ⎜ ⎟
=⎜ ⎟
P4 T3 ⎝ P3 ⎠
3
⎛ γ−1 ⎞
⎜ ⎛P ⎞ γ ⎟

Wactual = ηt m c p T3 ⎜1− ⎜ 4 ⎟ ⎟
4 Actual ⎜ ⎟
⎜⎜ ⎝ P3 ⎠ ⎟⎟
process
4’ ⎝ ⎠
W
s T4 = T3 − actual
m cp
 Properties of Turbochargers

• Power transfer between fluid and shaft ∝ RPM3

– Typically operate at ~ 60K to 120K RPM

• RPM limited by centrifugal stress: usually tip
velocity is approximately sonic
• Flow devices, sensitive to boundary layer (BL)
behavior
– Compressor: BL under unfavorable gradient
– Turbine: BL under favorable gradient
 Typical super/turbo-charged engine parameters

• Peak compressor pressure ratio ≈ 3.5

• BMEP up to 22 bar
• Limits:
– compressor aerodynamics
– cylinder peak pressure
– NOx emissions
 Compressor/Turbine Characteristics

• Delivered pressure P2
• P2 = f(m ,RT ,P ,N,D,μ, γ, geometric ratios)
1 1
• Dimensional analysis:
– 7 dimensional variables → (7-3) = 4 dimensionless parameters
(plus γ and geometric ratios)

⎛ P2 ⎞ N m
⎜⎜ ⎟⎟ = f( , ,Re, γ, geometric ratios)
⎝ P1 ⎠ γRT1 / D ⎛ P1 ⎞
⎜⎜ ⎟⎟ RT1D 2
⎝ RT1 ⎠

Velocity
Velocity
Density
High Re number flow →weak Re dependence
For fixed geometry machinery and gas properties
⎛ P2 ⎞ ⎛⎜ N m  T1 ⎞

⎟
⎜⎜ ⎟⎟ = f ,
⎝ P1 ⎠ ⎜
⎝ T1
P1 ⎟
⎠
 Compressor Map

3.4
7250
3.2

3.0 6960

72%
2.8
70%
2.6
6530
Pressure ratio 74%
2.4
65%

it
2.2 60%

im
el
rg
2.0 75%

Su
6070

1.8 5550

1.6
4840
1.4
4025 N/ T1
1.2
2650
1.0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
.
"Corrected" Flow rate m T1/P1

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.

T1= inlet temperature (K); P1= inlet pressure (bar); N = rev. per min.; m = mass flow rate (kg/s)

(From “Principles and Performance in Diesel Engineering,” Ed. by Haddad and Watson)
 Compressor stall and surge

• Stall
– Happens when incident flow angle is too large
(large Vθ/Vx)
– Stall causes flow blockage
• Surge
– Flow inertia/resistance, and compression system
internal volume comprise a LRC resonance system
– Oscillatory flow behave when flow blockage occurs
because of compressor stall

¾ reverse flow and violent flow rate surges

 Turbine Map

2.8

2.6

2.4

π tTS = .70
2.2
Pressure ratio

2.0

1.8

.65
1.6
4000

0
.6
1.4 3500
N
T03 3000
2500 5
.5

1.2
.40

1500 .50
500
1.0
0.5 1.0 1.5 2.0 2.5 3.0
.
Flow rate m T03/P03
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.
T03=Turbine inlet temperature(K); P03 = Turbine inlet pressure(bar); P4= Turbine outlet
pressure(bar); N = rev. per min.; m = mass flow rate (kg/s)
(From “Principles and Performance in Diesel Engineering,” Ed. by Haddad and
Watson)
 Compressor Turbine Matching Exercise

• For simplicity, take away

intercooler and wastegate
• Given engine brake power 1 4
output (W  ) and RPM,
E
compressor map, turbine map, C T
and engine map
• Find operating point, i.e. air
flow ( m a ), fuel flow rate ( m f )
turbo-shaft revolution per 2 3
second (N), compressor and m f Engine

Q
turbine pressure ratios (πc and L

πt) etc.

W E
 Compressor/
turbine/engine matching Procedure :
solution 1. Guess πc ; can get engine inlet conditions :

Compressor ⎡ γ−1 ⎤
T1 ⎢ γ ⎥
3.4 P2 = πc P1 T2 = ⎢(πc ) − 1⎥
3.2
7250 ηc ⎢ ⎥
3.0 6960
⎢⎣ ⎥⎦
72%
2.8
70%
2.6
6530
2. Then engine volumetric efficiency calibration
Pressure ratio

74%
2.4
65%
will give the air flow m a that can be ' swallowed'
it

2.2 60%
elim
rg

2.0 75%
 a and πc , the compressor speed N can be
Su

6070

1.8 5550
3. From m
1.6
1.4
4840 obtained from the compressor map
1.2
4025 N/ T1
 f may be obtained from the
4. The fuel flow rate m
2650
1.0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
.
"Corrected" Flow rate m T1/P1
engine map :
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles  =m
W  ,A/F)
 f LHV ηf (RPM,W
E E
and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
5. Engine exhaust temperature T3 may be obtained from
2.8
Turbine energy balance (with known engine mech. eff. ηM )

2.6
(m a +m
 f )c p T3 = m  f LHV − WE − Q
 a c p T2 + m 
L
ηM
2.4
6. Guess π t , then get turbine speed Nt from turbine map
η tTS = .70

2.2
7. Determine turbine power from turbine efficiency on map
Pressure ratio

2.0
⎡ γ−1 ⎤
 = η ⎢1− ⎛⎜ 1 ⎞ γ ⎥
⎟
1.8 W t t⎢ ⎜ ⎟ ⎥
⎢ ⎝ πt ⎠
.65

⎥
1.6
4000 ⎣ ⎦
.60

1.4 N
3500  =W
8.Iterate on the values of πc and π t until W  and N = N
T03 3000
t c t c
5

2500
.5

1.2
.4 0

1500 .50
500
1.0 Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
0.5 1.0 1.5 2.0 2.5 3.0 Chichester, England: Ellis Horwood, 1984.
.
Flow rate m T03/P03
 Compressor/ Engine/ Turbine Matching

0.65
• Mass flows through compressor, engine,
3.0 turbine and wastegate have to be
0.60 consistent
0.67
• Turbine inlet temperature consistent with
2.5 0.70 fuel flow and engine power output
0.72 0.55
• Turbine supplies compressor work
ad • Turbine and compressor at same speed
t lo
it
Pp/P1

2.0 tan
im

ns
el

Co
rg
Su

ed
sp e
ant
nst

1.5
Co

C T

1.0
0 1 2 3 4
m T1 Inter-

p1 Cooler

Wastegate
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David,
and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.
Engine
Compressor characteristics, with airflow
requirements of a four-stroke truck engine
superimposed.
(From “Principles and Performance in Diesel
Engineering,” Ed. by Haddad and Watson)
 Advanced turbocharger development

Electric assisted

turbo-charging

• Concept

– Put motor/ generator on

Motor/
C T
turbo-charger
Generator
– reduce wastegate function
Inter-
• Benefit Cooler
Wastegate
– increase air flow at low

engine speed Engine

Battery
– auxiliary electrical output

at part load

 Advanced turbocharger development

Electrical turbo-charger
Battery
• Concept
– turbine drives generator;
compressor driven by motor
• Benefit C Motor T Generator
– decoupling of turbine and
compressor map, hence much more Inter-
freedom in performance optimization Cooler

– Auxiliary power output

– do not need wastegate; no turbo-lag Engine
 Advanced turbocharger development

Challenges
• Interaction of turbo-charging system with
exhaust treatment and emissions
– Especially severe in light-duty diesel market
because of low exhaust temperature
• Cost