Somendra Pratap Singh 2K12/ME/167

Vineet Mathew 2K12/ME/190

Saurabh Duber 2K12/ME/157
INTRODUCTION
A turbocharger is an optional add-on to the standard internal
combustion engine (ICE) that allows the engine, while
running at high rotations per minute, to increase the amount of
horsepower that it generates. A supercharger is another ICE
add-on that allows the engine to increase the power and torque
available even at low and high rotations per minute (rpm).
supercharger designs boost power and low-end torque that
drivers want while also providing vehicle manufacturers with
the option of using a smaller, more efficient engine with no
loss in performance or drivability. The main objective of
both of these products is effectively the same. A
supercharger is similar to a turbocharger insofar as it acts as
an air pump; the crucial difference being a supercharger is a
mechanically driven pump whereas the turbocharger uses the
power of hot exhaust gases to power the pump].
Superchargers are also well known for working towards peak
power instead of fuel efficiency.
The workings of a turbocharger involve multiple steps. To
start, you must understand that it is made up of not only one
turbine, but two. One turbine is connected to the exhaust
manifold, which is used to collect the unwanted gases and
fumes from the engine. While these fumes are being collected,
a shaft that connects the two turbines spins and propels the
second one. The second turbine is then used to collect cold air,
compress it, and force it back into the engine. This, in turn,
creates and delivers more power to the car, and makes the
combustion process for the engine more efficient.
There are many different advantages to adding a turbocharger
to an engine. Having a turbo allows the car to have a smaller
and lighter engine while achieving the same power that would
normally only occur with a much larger engine. Both the
reduced weight of a smaller engine and the additional
horsepower added by the turbocharger allow smaller cars to
be faster and more agile than equivalent normally aspirated
cars. Turbos also increase fuel economy by up to 20% and
convert a lot of the energy that is lost in a normally aspirated
engines exhaust into mechanical energy. That energy is then
used to force more air back into the engine thus increasing the
engines efficiency. These increases in efficiency lead to an
increase in the sustainability of the engine and car as a whole.
There is also a large decrease in emissions due to the fact that
a smaller engine can be used in place of a larger one. Because
the turbo has to make the air pressure inside to be greater than
the atmospheric pressure, turbos are ideal for high altitudes
where the atmospheric pressure is reduced. Another advantage
of the turbo is that since it does not run at max output all the
time, it saves gas and reduces the energy loss of the engine.
This is a very large selling point, and makes the turbo charger
seem very practical for everyday use.
While turbos have many advantages, they also have some
disadvantages. One of those disadvantages is the cost of
purchasing one. Since they can provide a lot of additional
power to the engine than normal, they can cost anywhere from
a few hundred dollars to a few thousand dollars for a high end
one. This may cost more than the car is even worth, making
turbos a budget breaker. Another disadvantage of the
turbocharger is the turbo lag. Since a turbo does not kick in
until higher rpms, you cannot really feel it until the engine is
producing a lot of power. When the turbocharger does kick in,
it causes the engine to produce even more power, and can
cause the cars wheels to spin, and induce a loss of control
from the car. Turbo lag is also a massive trade-off with boost
power. The bigger the turbo means that you get more boost
horsepower out of it when it kicks in. The problem of having
a large turbo, however, is that it only kicks in when the
pressure inside is greater than the atmospheric pressure, which
if the turbo is very large it will take more time to generate a
high pressure and so it will only work at very high rpms and
the turbo lag will greatly increase. One last disadvantage is
that the turbo gets very hot due to the use of the exhaust gases.
This requires the user to also find a way to cool the turbo,
whether its by using an intercooler, or by putting hood scoops
into the hood of their car.
In contrast to the exhaust driven turbine of the turbocharger, a
supercharger is setup to run directly on the serpentine belt of
the engine. This setup provides the engine with direct power
whenever it needs it, even at lower rpms. It provides more
power to the engine by having a system of turbines connected
to a shaft that is driven by the belt of the engine. This causes
the air that is sucked in to be compressed, and forced into the
engine, providing more power. Superchargers come in several
different styles such as: centrifugal, Roots, and twin-screw.
The supercharger always provides power to the car, even at
low rpms, and this can be viewed as a double edged sword
that will be explained within both the advantages and
disadvantages sections. Another vital part of the supercharger
is the intercooler. An intercooler is a device that the air
leaving the supercharger flows through before going into the
engine. They make it so that the air is at the correct
temperature in order to mix well with the gasoline and avoid
premature detonation in the cylinders [11]. There are multiple
types of intercoolers such as air-to-air and air-to-water-air.
Air-to-air intercoolers channel the hot air from the
supercharger into the core of the intercooler where the air is
cooled by the air flowing through the front grill of the car. The
air is then sent through to the engine intake. Air-to-water-to-
air intercoolers receive the air from the turbocharger and then
that air gets cooled by running cold water around the pipes
that are carrying the air. Once the air is cooled, it is then sent
to the engine intake and the water that took all of the airs heat
is then sent back to an ice bath where it is cooled again.
Superchargers are a must have for modern trucks and large
equipment. These types of vehicles need a lot of torque
without needing a massive engine. Having a supercharger
increases torque across the entire operating range without
compromising drivability or emissions [2]. So when trucks
need to haul things like trailers or campers, they need to
maximize their torque in order to be able to both pull and stop
their load.
LITERATURE REVIEW:-
This is a review of how the various available techniques and
tools can be used to mimic the real-life situation in which a
turbocharger/supercharger operates. Various testing methods
have been highlighted. One drawback of methods used my
situations is the lack of the pressure pulses in the turbocharger
inlet. This situation was taken care of by using real cylinder
heads to create exact exhaust pulses and then the gases were
fed into the turbocharger, to create a real situation inside an IC
engine. The temperature was maintained at the normal
automobile exhaust gas temperatures as the operating
temperature greatly influences the performance parameters.
Emphasis is also given to various tools, such as CAD and
CFD (computational fluid dynamics) to analyse/predict the
motion of the fed gas in the turbocharger. It may also be used
for strees analysis on the various components of the
turbocharger, such as the blades while withstanding the
pressures generated by compression. Simulation tools also
assist the studies of such components.
One important feature highlighted is the inefficiency of
turbocharged engines at low RPMs. The efficiency can drop
below that of a naturally aspirated SI engine. Thus, ways have
been introduced to tackle these problems, which include:
Super-Turbocharger (SuperTurbo):
Chadwell and Walls argued that smaller down-sized
turbocharged engines are less efcient at lower engine speeds
than normally-aspirated (NA) engines. This might be true due
to the function of the turbocharger unit. At lower engine
speeds, the transient response of the turbocharger is limited
because of the inertia force of the turbine impeller which is
directly affected by the energetic exhaust gases. To overcome
this problem, Chadwell and Walls suggested a new technology
known as SuperTurbo. This type of turbocharger can be
coupled to a continuously variable transmission (CVT) which
is directly run via the engines crankshaft. This type of gearbox
allows the turbocharger to act as a supercharger boosting
device even at lower engine speeds. It does this by utilising
the energy of the crankshaft to accelerate the turbine shaft,
when the exhaust gas energy is not sufcient, i.e. at low
engine loads and speeds.
Variable Geometry Turbochargers
The use of Super-Turbos is a relatively new technology which
is currently not being commercially used by any
manufacturer. This is because similar results can be achieved
using variable geometry turbochargers (VGT) which are
commonly used throughout the automotive industry. Variable
geometry turbochargers have conventional volute passages
but the ow path of the gas is regulated using pivoted nozzle
vanes. The vanes can be manipulated into different angles
which determine how much exhaust gas ows into the turbine
impeller i.e. how much energy is transferred from the exhaust
gas to the turbine impeller.
Turbine with variable turbine geometry:-
FAULT ANALYSIS:
The types of faults of engines which were connected with
turbocharging system can be classied as follows low power
of engine, oil leakage, abnormal turbocharger noise, damages
of wastegates, damages of pneumatic control system in VGT
turbochargers and electrical control system in VGT
turbochargers, faults of engine control module and mechanical
damages of turbine and compressor. The structure of faults
has been presented
IMAGE:
Jan FILIPCZYK
Silesian University of Technology, Faculty of Transport
Krasi!skiego 8, 40-019 Katowice, Poland
The causes of turbocharger faults can be classied as oil
starvation, oil contamination, foreign object damage,
overheating, normal wear and tear. The structure of the causes
of turbocharger faults has been presented
IMAGE: Jan FILIPCZYK
Silesian University of Technology, Faculty of Transport
Krasi!skiego 8, 40-019 Katowice, Poland
The causes of damages due to overheating include blocked air
lter, shutting off the engine after work at high or medium
load too soon, poor quality of engine oil, too long time
between oil changing, not airtight inlet and exhaust manifold
which are not airtight, faulty injectors, faulty lubrication
system of the turbocharger, defective drainage oil system
(crankcase ventilation defects).
The causes of damages from exceeding the rotation speed
limit include increasing the engine power by changing the
control parameters and overloading the turbocharger.
The main symptoms of turbocharger damages include poor
co-operation between the charging system and the engine
control unit system, too low boost pressure at low engine
speeds and signicant deterioration in its performance as well
as increase of toxic exhaust emissions, incorrect fuel mixture,
the combustion temperature increase, which can damage the
turbocharger and the engine, too high boost pressure which
results in exceeding the rotation speed of a turbine and the
risk of mechanical damage (cracks) of a rotor, fast (in extreme
cases sudden) increase of boost pressure, which can damage
piston-crack system or engine timing system, noisy work of
turbochargers, usually accompanied by the accelerated wear,
considerably increased toxicity of exhaust gases, which
eliminate the vehicle from being used.
The limitations due to the above faults are:
Sufcient turbocharger efciency across the entire
region from low pressure ratio to high
pressure ratio
Impact on thrust bearing life from increased thrust force
of the rotor
Noise
Compressor impeller life time
STRATEGIES TO OVERCOME THE ABOVE STATED
PROBLEMS:
Gasoline engines have a wide speed range.
Engine rated power typically occurs at 6000rpm,
while at idle, the engine speed may be as low as
750rpm. Because volumetric flow capacity is
essentially proportional to the engine speed,
gasoline engines can require a wide compressor
flow range For single stage turbochargers, larger
compressors are necessary to meet the higher
demand for engine power. At the same time
micro compressors are needed for charging
smaller city cars and car immerging markets.
While performance targets for compressors are
being set higher, there is constant pressure to
reduce cost of compressors. Therefore any
improvement in performance must be associated
with a minimum cost penalty. The need for
reliability has also increased. This means
improving the mechanical design of the
compressors, otherwise aerodynamic
performances would be compromised.
Design Modifications:
Size effects As compressor size goes down,
influence of the viscous force increases. This
makes small compressors more stable but less
efficient. The blade thickness of the compressor
wheel and wheel-housing shroud clearances both
increase relatively with reduced wheel sizes and
these reduce compressor efficiency.
To improve the efficiency of small compressors,
one possible measure is to use wheels with fewer
blades. This reduces friction loss on the blade
surfaces and could also increase compressor
choke flow due to an enlarged inducer throat
area. Used properly this practice should not
affect the stability of the compressor because of
the increased stabilising effect of the viscous
force.
EI or tip width effects
To achieve good efficiency at low speeds a large
tip width or EI has been found to be useful. A
possible explanation for this observation is that
at low speeds, the air inside the compressors is
less dense and a larger flow passage area is
needed to reduce flow velocity. The surface
friction loss of smaller
compressors is larger due to their lower Reynolds
numbers, so this is particularly important to
small compressors. Small compressors also have
relatively large clearances between their wheels
and housings. The clearances reduce compressor
efficiency, particularly under reduced mass flow
conditions. A large tip width
reduces the effective clearance in the exducer.
Compressor housing developments:
For a small gasoline compressor, the overall
dimensions of the compressor are important as
they dictate the final size of the turbocharger.
Applications that require small compressors
usually come with strict size constraints due to
limited under bonnet space, so small compressor
housings are highly desirable. By better utilising
the available space, it seems that a 20%
reduction in the size of current HTT compressors
maybe possible with no penalty to their static-to-
total performance. And if the size reduction is
less severe, performance maybe improved.
Better materials & manufacturing processes:
Titanium based materials have been used in
compressor wheels for commercial vehicle
applications for many years, but their application
in passenger cars is still considered too
expensive. A cheaper option is to use forged
aluminium alloy in place of the cast aluminium
alloy used currently. Due to its better
performance
characteristics, forged alloy can tolerate higher
stresses and therefore can offer either a better
fatigue life or, for the same fatigue life an
increased aerodynamic design freedom.
The meridional shape of compressor wheels is
one of the deciding factors governing compressor
performance. Trim and EI among others must be
selected carefully according to performance
requirements. Smaller trims are beneficial for
efficiency at reduced mass flows, but need
additional design strategies such as using a
splitter and fine tuning of the inducer to increase
compressor choke flow. Large EI should be used
as long as this is permitted by the mechanical
design and the compressor stability.
A CASE STUDY OF R&D OVER
TURBOCHARGER TURBINE BLADES:
Mitsubishi Heavy Industries, Ltd. Has been decided to
make necessary design modification on their MET type
turbochargers, i.e. turbine blades and gas inlet, gas
outlet casing are to be changed in order to improve
turbocharger efficiency and turbine capacity. Mechanical
strength of present design that is proven by excellent
service experiences have been verified and compared
with new design.
Result of computational analysis and experiments of
above new components that shows far higher
performance than present design will be presented in
the final paper.
Also, in order to reduce both noise level and pressure
drop at air intake silencer, the silencer design was
modified based on the analysis results. The advantages
of the new design has been demonstrated by
turbocharger bench test.
Modications for turbine blades:
The prole from the blade root to the tip has been redesigned
so as to deliver better performance across the entire low~high
pressure ratio range.
Also, while the blade height is about 7% greater than for the
existing version, vibratory stress and centrifugal stress are
equivalent or less.
The blade material is the same as conventional blades for
MET-SE series or earlier models, consisting of 12%Cr steel
alloy.
Red n represents the new design and grey refers to the
conventional design.
The Proper aerodynamic testing conducted according to the
standards, by the company show the following results for the
two designs:
Improved Silencer element-
Zigzag shaped noise absorbing elements made of aluminum
frame and glass wool are arranged circularly in the MET
turbocharger silencer, and air passes between these elements.
Noise emitted by the compressor impeller is lessened when
these elements are encountered. While a greater angle of
bending allows a greater degree of encounter of noise and
therefore a reduced amount of externally perceptible noise,
resistance to airow naturally becomes higher.
Silencer elements face major issues when coupled with the
compromise between device efciency and noise emissions. A
new model developed on the basis of the conventional design
is as follows:
Tests were conducted to test and compare the efctiveness of
the new designed element over the conventional design and
the following graph was obtained:
Results for silencer effectiveness indicate:
Turbochargers/Superchargers in HCCI operation:
HCCI is a concept which is a hybrid of the SI and CI
engine concepts. In this system, a homogeneous charge
is created as in a SI engine but instead of a spark plug,
the auto ignition is achieved through compression, as in
a CI engine.
Earlier research on HCCI showed high efficiency and
very low amounts of NOX, but HC and CO were higher
than in SI mode. It was not possible to achieve high
IMEP values with HCCI, the limit being 5 bar.
Supercharging is one way to dramatically increase
IMEP. The influence of supercharging on HCCI was
therefore experimentally investigated. Three different
fuels were used during the experiments: isooctane,
ethanol and natural gas. Two different compression
ratios were used, 17:1 and 19:1. The inlet pressure
conditions were set to give 0, 1 or 2 bar of boost
pressure.
Supercharging dramatically increases the attainable
IMEP for HCCI. The highest attainable IMEP was 14 bar
using natural gas as fuel. This was achieved with 2 bar
boost pressure and a compression ratio of 17:1, when
the maximum pressure limit was set to 250 bar. With a
lower compression ratio and higher boost pressure, an
even higher IMEP would be possible to achieve, but at
the price of lower efficiency. The HC emission
decreases with increasing boost pressure and engine
load.
The CO emissions is very dependent on air/fuel ratio
and preheating. Close to the rich limit and with hot inlet
air, very little CO is generated.
Extremely little NOX was generated in all cases. The
values are as low as after a three-way catalyst or better.

CONCLUSIONS:
Turbochargers and Superchargers are one of the key elements
that are needed in todays scenario, where it is an ever
increasing need to maximise and optimise the engine
efficiency. At the same time, there has to be a perfect balance
between power and emissions to meet the laws. These devices
can appropriately serve the purpose, as we have already seen
in the case of HCCI engines, where the use of superchargers
lower the the NOx emissions and reduce the engine operating
temperature.
With the advancement in R&D in this field, new concepts
such as variable geometry, analysis and modification of
internal components, the efficiency of these devices can be
considerably increased. The concept of turbocharging and
supercharging are not new, but the advancement in this field is
mainly attributed to the recent years.
A major factor has been the use of CAD, CAM, and CFD
models and simulations which reduce the engine testing time
and help in predicting the behaviour of fluid inside the device.
Thus, modifications in the internal component designs can be
tested and made easily, especially in the turbochargers, where
the blades are subject to high temperatures and pressures and
inertial losses have to be minimised.
Studies on the fault analysis have also been discussed which
help in analysing the problems and rectifying them with the
use of various techniques. Testing standards have been set to
facilitate a uniform comparison of designed components all
around the world. They include imitating the real life situation
in which the device operates as well as creating the exact
situations in which they operate, i.e., real life testing.
This is a field with further cope of improvement is design.
This calls for a unified change in every aspect of R&D,
stretching from material selection, manufacturing processes,
fabrication to testing, in real life working parameters.
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Core Tech. Aero, Honeywell Turbo Technologies, UK
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Transport
New Generation of Large Turbochargers
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Key technology for high-performance engines
Authors:
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Head of Development Turbocharging,
Fuel Injection and Components
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