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