UNIVERSITY KUALA LUMPUR MALAYSIA FRANCE INSTITUTE

SEMESTER JULY 2011 FVD20203 ENGINE TECHNOLOGY SUPERCHARGER AND TURBOCHARGER

NAME STUDENT ID LECTURER

: MUHAMMAD AMIR HAKIM BIN JOHARI : 50131210038 : MR. SHAHRIL DAUT

SUBMISSION DATE: 14TH OCTOBER 2011

TABLE OF CONTENT CONTENT PAGES

INTRODUCTION AND OBJECTIVES

SUPERCHARGER ( DEFINTION, TYPES AND OPERATION

4 until 6

CONSTRUCTION

7 until 9

COMPONENT

CONTROL

10

TURBOCHARGER ( CONSTRUCTION)

11

COMPONENT

12 until 17

OPERATION

17 until 19

CONTROL

19 until 21

TURBO LAG

22

REFERENCE AND CONCLUSION

23

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INTRODUCTION To increase the output efficiency of any engine we have to burn more fuel and make bigger explosion in every cycle. We have two options for this. One way to add power is to build a bigger engine. But bigger engines, which weight more and cost more to build and maintain, are not always better. Another way to add power is to make a normal size engine more efficient. We can accomplish this by forcing more air into the combustion chamber. More air means more fuel can be added, and more fuel means a bigger explosion and greater horsepower. This can be done by the help of supercharger and turbocharger.

Objective a) To understand about forced induction elements; turbocharger and supercharger. b) To learn how the turbocharger and supercharger work. c) To know the need of turbocharging and supercharging. d) To observe the construction and the components of turbocharger and supercharger. e) To detect the advantages and disadvantages of these two elements. f) To apply the benefits of forced induction elements into automotive field.

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SUPERCHARGER DEFINITION 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 work to be done per cycle, increasing the power output of the engine. A supercharger is typically powered mechanically by belt, gear, or chain-drive from the engine's crankshaft. TYPES 1. Centrifugal supercharger 2. Rotor ( rootes ) supercharger 3. Vane type supercharger

OPERATION

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1. CENTRIFUGAL SUPERCHARGER The centrifugal supercharger has an impeller equipped with curved vanes. As the engine drives the impeller, it draws air into its center and throws it off at its rim. The air then is pushed along the inside of the circular housing. The diameter of the housing gradually increases to the outlet where the air is pushed out. 2. ROTOR ( ROOTES) SUPERCHARGER The rootes supercharger is of the positive displacement type and consists of two rotors inside a housing. As the engine drives the rotor, air is trapped between them and the housing. Air is then carried to the outlet where it is discharged. The rotors and the housing in this type of supercharger must maintain tight clearances and therefore are sensitive to dirt.

Rootes supercharger 3. VANE- TYPE SUPERCHARGER

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The vane-type supercharger has an integral steel rotor and shaft, one end supported in the pump flange and the other end in the cover, and revolves in the body, the bore of which is eccentric to the rotor. Two sliding vanes are placed 180 degrees apart in slots in the rotor and are pressed against the body bore by springs in the slots. When the shaft rotates, the vanes pick up a charge of air at the inlet port, and it is carried around the body to the outlet where the air is discharged. Pressure is produced by the wedging action of the air, as it is forced toward the outlet port by the vane. The term supercharger generally refers to a blower driven by a belt, chain, or gears. Superchargers are used on large diesel and racing engines.

Vane-type supercharger The supercharger raises the air pressure in the engine intake manifold. Then, when the intakes valves open, more air fuel mixture ( gasoline engine ) or air (diesel engine) can flow into the cylinders. An intercooler is used between the supercharger outlet and the engine to cool the air and to increase power ( cool charge of air carries more oxygen needed for combustion ). A supercharger will constantly produce increased pressure at low engine speed because it is mechanically linked to the engine crankshaft. This low engine speed because it is mechanically linked to the engine crankshaft. This low speed power and constant throttle response is desirable for passing and entering interstate highways.
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CONSTRUCTION

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At 1 shown the inlet pipe for conducting the explosive mixture into the supercharger and against the vanes 3 of the impeller 2. The impeller 2 is mounted on a shaft 4 and is operated at high speed through suitable gearing, partly shown at 5 and 6, from the crankshaft of the engine. The spacing of the impeller from the engine proper depends upon the space required for the gearing 5, 6 and the inner wall 7 of the impeller casing extends at the right angles to the impeller shaft for a distance equal to the diameter of the impeller. From the point 8 the inner wall 9 of the casing is slanted sharply toward the engine 10 and forms, with the outer wall of the impeller casing, the slanting diffuser section 11 comprising the principal movement of the supercharger. Ordinarily, the diffuser section is radial to the impeller shaft but it will be seen that the construction is substantially conical in shape, thus allowing the collector pipe 12, into which the diffuser section merges, to be placed close to the engine 10 to which it is secured at 13 forming with the engine a housing 17 for the gear train. The collector pipe 12 is partially separated from the diffuser section by a web 14 forming an extension of the wall 9, this structure serving to reduce the necessary overall diameter of the supercharger. The slanting diffuser section thus leaves the spaces at 16 radially of the impeller and within the engine compartment free for mounting other accessories. The foregoing construction which provides for terminating the impeller 2 at a point within the diffuser casing 11, which is intermediate the fuel inlet pipe 1 and the collector pipe 12, so that the line of vertical axis of the impeller which is indicated at 15 crosses the diffuser casing at a point between the extremity of the impeller 2 and the collector pipe 12, furnishes a very advantageous result.

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Particles of liquid fuel reaching the impeller are thrown off the impeller vanes by centrifugal force in the direction of the axial line 15, and thus cross the main stream of fuel gas within the diffuser casing. The result is that instead of adhering to the inner faces of the diffuser casing, particles of liquid fuel become thoroughly mixed with the main fuel stream before entering the collector pipe 12. COMPONENT

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CONTROL A supercharger control system for an internal combustion engine wherein a control valve is advantageously placed in the inlet bypass of the supercharger. The control valve is activated and controlled by a combination of the throttle position and the pressure differential within the intake manifold. A linkage including a lost-motion mechanism connects the control valve to the engine throttle valve for limiting the closing of the control valve for supercharging to corresponding open positions of the throttle valve. A pressure differential device urges the control valve toward a closed position for supercharging upon the occurrence of a lower pressure at a venturi portion of the air intake than at a portion upstream thereof at the supercharger outlet.

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Turbocharger: Construction and Components

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Turbine Housing

Turbine housings are manufactured in various grades of spheroidal graphite iron to deal with thermal fatigue and wheel burst containment. As with the impeller, profile machining to suit turbine blade shape is carefully controlled for optimum performance. The turbine housing inlet flange acts as the reference point for fixing turbocharger position relative to its installation. It is normally the load bearing interface.

Wheel

The Turbine Wheel is housed in the turbine casing and is connected to a shaft that in turn rotates the compressor wheel.

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Compressor Cover

Compressor housings are also made in cast aluminum. Various grades are used to suit the application. Both gravity die and sand casting techniques are used. Profile machining to match the developed compressor blade shape is important to achieve performance consistency.

Compressor Wheel (Impeller)

Compressor impellers are produced using a variant of the aluminum investment casting process. A rubber former is made to replicate the impeller around which a casting mould is created. The rubber former can then be extracted from the mould into which the metal is poured. Accurate blade sections and profiles are important in achieving compressor performance. Back face profile machining optimizes impeller stress conditions. Boring to

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tight tolerance and burnishing assist balancing and fatigue resistance. The impeller is located on the shaft assembly using a threaded nut.

Blow-Off (Bypass) Valves

The Blow-Off valve (BOV) is a pressure relief device on the intake tract to prevent the turbos compressor from going into surge. The BOV should be installed between the compressor discharge and the throttle body, preferably downstream of the charge air cooler (if equipped). When the throttle is closed rapidly, the airflow is quickly reduced, causing flow instability and pressure fluctuations. These rapidly cycling pressure fluctuations are the audible evidence of surge. Surge can eventually lead to thrust bearing failure due to the high loads associated with it. Blow-Off valves use a combination of manifold pressure signal and spring force to detect when the throttle is closed. When the throttle is closed rapidly, the BOV vents boost in the intake tract to atmosphere to relieve the pressure; helping to eliminate the phenomenon of surge.

Waste gates

On the exhaust side, a waste gates provides us a means to control the boost pressure of the engine. Some commercial diesel applications do not use a waste gates at all.

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This type of system is called a free-floating turbocharger. However, the vast majority of gasoline performance applications require a waste gates. There are two configurations of Waste gates, internal or external. Both internal and external waste gates provide a means to bypass exhaust flow from the turbine wheel. Bypassing this energy (e.g. exhaust flow) reduces the power driving the turbine wheel to match the power required for a given boost level. Similar to the BOV, the waste gates uses boost pressure and spring force to regulate the flow bypassing the turbine. Internal waste gates are built into the turbine housing and consist of a flapper valve, crank arm, rod end, and pneumatic actuator. It is important to connect this actuator only to boost pressure; it is not designed to handle vacuum and as such should not be referenced to an intake manifold.

External waste gates are added to the exhaust plumbing on the exhaust manifold or header. The advantage of external waste gates is that the bypassed flow can be reintroduced into the exhaust stream further downstream of the turbine. This tends to improve the turbines performance. On racing applications, this waste gated exhaust flow can be vented directly to atmosphere.

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Bearing Housing

A grey cast iron bearing housing provides locations for a fully floating bearing system for the shaft, turbine and compressor which can rotate at speeds up to 170,000 rev/min. Shell molding is used to provide positional accuracy of critical features of the housing such as the shaft bearing and seal locations. CNC machinery mills, turns, drills and taps housing faces and connections. The bore is finish honed to meet stringent roundness, straightness and surface finish specifications.

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Bearing Systems

The bearing system has to withstand high temperatures, hot shut down, soot loading in the oil, contaminants, oil additives, dry starts. Journal bearings are manufactured from specially developed bronze or brass bearing alloys. The manufacturing process is designed to create geometric tolerances and surface finishes to suit very high speed operation. Hardened steel thrust collars and oil slingers are manufactured to strict tolerances using lapping. End thrust is absorbed in a bronze hydrodynamic thrust bearing located at the compressor end of the shaft. Careful sizing provides adequate load bearing capacity without excessive losses.

Turbocharger: Operation System

Engine power is proportional to the amount of air and fuel that can get into the cylinders. All things being equal, larger engines flow more air and as such will produce more power. If we want our small engine to perform like a big engine, or simply make our bigger engine produce more power, our ultimate objective is to draw more air into the cylinder. By installing a Garrett turbocharger, the power and performance of an engine can be dramatically increased.

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1 Compressor Inlet 2 Compressor Discharge 3 Charge air cooler (CAC) 4 Intake Valve 5 Exhaust Valve 6 Turbine Inlet 7 Turbine Discharge

The components that make up a typical turbocharger system are:

a) The air filter (not shown) through which ambient air passes before entering the compressor (1). b) The air is then compressed which raises the airs density (mass / unit volume) (2).
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c) Many turbocharged engines have a charge air cooler (aka intercooler) (3) that cools the compressed air to further increase its density and to increase resistance to detonation. d) After passing through the intake manifold (4), the air enters the engines cylinders, which contain a fixed volume. Since the air is at elevated density, each cylinder can draw in an increased mass flow rate of air. Higher air mass flow rate allows a higher fuel flow rate (with similar air/fuel ratio). Combusting more fuel results in more power being produced for a given size or displacement. e) After the fuel is burned in the cylinder it is exhausted during the cylinders exhaust stroke in to the exhaust manifold (5).

f) The high temperature gas then continues on to the turbine (6). The turbine creates backpressure on the engine which means engine exhaust pressure is higher than atmospheric pressure.

g) A pressure and temperature drop occurs (expansion) across the turbine (7), which harnesses the exhaust gas energy to provide the power necessary to drive the compressor.

Turbocharger: Control Systems

The drivability of passenger car turbo engines must meet the same high requirements as naturally aspirated engines of the same power output. That means, full boost pressure must be available at low engine speeds. This can only be achieved with a boost pressure control system on the turbine side.

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Control by turbine-side bypass (waste gate)

The turbine-side bypass is the simplest form of boost pressure control. The turbine size is chosen such that torque characteristic requirements at low engine speeds can be met and good vehicle drivability achieved. With this design, more exhaust gas than required to produce the necessary boost pressure is supplied to the turbine shortly before the maximum torque is reached. Therefore, once a specific boost pressure is achieved, part of the exhaust gas flow is fed around the turbine via a bypass. The waste gate which opens or closes the bypass is usually operated by a spring-loaded diaphragm in response to the boost pressure.

Boost Controller

Today, electronic boost pressure control systems are increasingly used in modern passenger car diesel and petrol engines. When compared with purely pneumatic control, which can only function as a full-load pressure limiter, a flexible boost pressure control allows an optimal part-load boost pressure setting. This operates in accordance with various parameters such as charge air temperature, degree of timing advance and fuel quality. The operation of the flap corresponds to that of the previously described actuator. The actuator diaphragm is subjected to a modulated control pressure instead of full boost pressure. Boost pressure control of a turbocharged petrol engine by proportional control pressure. This control pressure is lower than the boost pressure and generated by a proportional valve. This ensures that the diaphragm is subjected to the boost pressure and the pressure at the compressor inlet in varying proportions. The proportional valve is controlled by the engine electronics. For diesel engines, a vacuum regulated actuator is used for electronic boost pressure control.

All turbocharger applications can be roughly divided into 2 categories, those requiring rapid throttle response and those that do not. While important to varying degrees, turbo lag is most problematic when rapid changes in engine performance are required.

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Turbo lag is the time required to change speed and function effectively in response to a throttle change. For example, this is noticed as a hesitation in throttle response when accelerating from idle as compared to a naturally aspirated engine. Throttle lag may be noticeable under any driving condition, yet becomes a significant issue under acceleration. This is symptomatic of the time needed for the exhaust system working in concert with the turbine to generate enough extra power to accelerate rapidly. A combination of inertia, friction, and compressor load are the primary contributors to turbo lag. By eliminating the turbine, the directly driven compressor in a supercharger does not suffer from this problem. Lag can be reduced in a number of ways: a) Lower the rotational inertia of the turbocharger; for example by using lighter, lower radius parts to allow the spool-up to happen more quickly. Ceramic turbines are of benefit in this regard and or billet compressor wheel. b) Change the aspect ratio of the turbine. c) Increase the upper-deck air pressure (compressor discharge) and improving the waste gate response; this helps but there are cost increases and reliability disadvantages. d) Reduce bearing frictional losses; by using a foil bearing rather than a conventional oil bearing. This reduces friction and contributes to faster acceleration of the turbo's rotating assembly. e) Variable-nozzle turbochargers (discussed below) greatly reduce lag. f) Decreasing the volume of the upper-deck piping. g) Using multiple turbos sequentially or in parallel.

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CONCLUSION Both turbocharger and supercharger have their own advantages and disadvantages, depend on what they are applied to. Both of them can be used to improve fuel efficiency, or performance. But it is nearly impossible to get both of it. Both forced induction systems can be combined or doubled to create a greater engine either on gasoline or diesel engine, even 2-stroke engine. History has shown what forced induction systems contribute to. Through automotive any near related field, in commercial or performance industry, may improving the existing forced induction systems. Maybe there will be a system that can give both fuel efficiency and performance. No one knows.

REFERENCE 1. http://www.freepatentsonline.com/4565178.html 2. http://www.superchargerperformance.com/supercharger-power-parts/supercharger-boostcontrol

3. http://www.gaprojects.com/supercharger/performance.htm 4. http://www.gaprojects.com/supercharger/supercharger.htm 5. http://en.wikipedia.org/wiki/Turbocharger 6. http://auto.howstuffworks.com/turbo.htm 7. http://turbochargersworld.com/

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