Professional Documents
Culture Documents
Basshuysen Ch11 PDF
Basshuysen Ch11 PDF
(11.1)
Z = 2 Four-stroke
Z = 1 Two-stroke
P, = Effective power
pme = Mean effective pressure
n = Speed
V, = Piston displacement
p, = Density after charging
AL = Volumetric efficiency
ve = Effective efficiency
H , = Net calorific value
A = Excess air factor
L,, = Minimum excess air factor
An increase in the piston displacement results not only ~~ ~
R * T,
tance for the starting of the catalytic converter during the
pz = Density behind the charger warm-up phase.
356 11 Supercharging of Internal Combustion Engines
Fig. 11-3 Screw-type ~upercharger.~ and of pressurizing the turbine as continuously as pos-
sible, i.e., with a constant state ps, T3.
If we assume in an initial approximation that pressure
11.2 Exhaust Gas Turbocharging p 3 is equal to pressure p 2 ,the engine will be operated at a
During exhaust gas turbocharging, the engine and the tur- high-pressure level without any change in the thermal eff-
bocharger (see Fig. 11-5) are linked thermodynamically ciency. If we look more closely, however, we observe that
and not mechanically. The compressor is driven by the a larger volume is relieved in the turbine so that a slight
turbine. The turbine receives the exhaust gas stream from gain is possible. If p 2 > p3, part of the turbocharger work
the engine and, thus, covers the power requirement of the will be output again to the crankshaft via the positive
compressor. charge cycle loop.
Compared with the ram induction, this offers a gain as an The operation of the compressor is imaged in a com-
isentropic expansion to the ambient state takes place instead pressor map (Fig. 1 1-9).
of the irreversible throttling from the cylinder pressure to Compressor speed and isentropic compressor effi-
the exhaust gas counterpressure p 3 . In fact, this gain cannot ciency are plotted against the volumetric flow V , and
be completely exploited as a throttling takes place at the pressure ratio p J p , . If we follow a speed line to the left,
exhaust valves anyway, and because the turbine efficiencies
with nonstatic charging are lower than with static charging.
Compared with ram induction, pulse turbocharging has
advantages especially in part-load operation and in the
acceleration behavior.
Appropriate grouping of the cylinders with the given
ignition sequence prevents exhaust gas from being
pressed into a cylinder during the valve overlap, as this
would result in an increase in the residual gas content.
With turbocharged SI engines, the increased residual gas
content results in a greater knock tendency; this, in turn,
leads to a delayed ignition angle and, hence, to a loss of
torque and increased fuel consumption.
The exhaust gas turbocharger consists of a compres-
sor and a turbine (Fig. 11-7). The internals are shown in
Fig. 11-8.
Fig. 11-7 Exhaust gas turbocharger K 03.J
bar
2 00
1.66
1.33
1 00
180 324 468 612 756 900
'crankshaft (CS)
Fig. 11-6 Pressure wave during pulse turbocharging. Fig. 11-8 Turbocharger internak5
3.2
3.0
-
I
p
2.8
26
24
3
P 22
g 20
8
g 18
k
0
16
14
12
10
000 002 004 006 008 010 012 014 016 018 020 022
Reduced volumetric flow [m3/s]
Fig. 11-9 Compressor map.
358 11 Supercharging of Internal Combustion Engines
1.6
1.4
0.6
0.74
0.72
070
50 0.68
f 0.66
g-- 0.64
0 62
0 60
1U 12 14 16 18 20 22 24 26
Turbine pressure ratio
Fig. 11-10 Turbine map.
increase in pressure leads to a reduction in the density as engine with the turbocharged engine and a turbocharger
shown in Eq. (1 1.3). compression ratio of 2.5 shows an increase in mean pres-
An intercooler allows the charge density and also the sure to 187%, and for the turbocharged engine with inter-
output to be increased as shown in Eq. (1 1.2). cooling to 40°C an increase in mean pressure to 234%
Example: is shown.
pI = 1 bar; TI = 293 K (20°C) Figures 11-13 and 11-14 show the maps of turbo-
Compressor: r,,= pJp, = 2.5 charged car and truck diesel engines.
rlSv = 0.85
T2 = 313 K (40°C)
11.4 Interaction of Engine and Compressor
Figure 11-12 shows a comparison between a naturally
aspirated engine, a turbocharged engine, and a turbocharged 11.4.1 Four-Stroke Engine in the
engine with intercooling to 40°C. The same air-fuel ratio Compressor Map
has been assumed for all three cases. This shows a direct
Figure 11-15 shows the displacement lines of a four-
relationship between the density and the output. The
stroke internal combustion engine. I f the engine speed n is
ambient state 1 bar and 20°C is assumed for the naturally
held constant, the volumetric flow V , shows only a slight
aspirated engine. Comparison of the naturally aspirated
linear increase with increasing compression ratio p 2 / p 1 .
The engine then operates as a volumetric displacement
machine, and its throughput increases in relation to the
increase in engine speed.
With increasing valve overlap and constant engine
Engine speed, the volumetric flow V , increases less sharply with
increasing compression ratio p 2 / p 1 .
Naturally aspirated Positive-DisplacementSuperchargers:
Some examples of positive-displacement superchargers
are piston compressors (reciprocating piston and rotary
Turbocharged engine 187% piston), roots blowers, and screw-type superchargers.
I
From Fig. 11-16 it can be seen that the throughput
Turbocharged engine
with intercooling 2.78 1 234% I increases with increasing compressor speed and drops
slightly with increasing counterpressure. At constant
speed we obtain the working points I , 2, or 3, depending
Fig. 11-12 Density and mean pressure of engines. on the counterpressure.
I 1 I I
Fig. 11-13 Specific fuel
I
I
I
I I I i consumption of the OM 611
1000 1500 2000 2500 3000 3500 4000 4500
four-cylinder engine from
Engine speed [rpm]
DaimlerChrysler.6
360 1I Supercharging of Internal Combustion Engines
2;
4
2
0 Fig. 11-14 Consumption map
800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 of OM 904 ~ ~ 1 k~ 2 5from
Engine speed [pm]
DaimlerChry~ler.~
i(rn3/s)
Displacement lines. 4-stroke IC engine (= piston engine)
Fig. 11-15 Displacement lines.
t"L
t
"L
;Pump limit
9, --+
9, +
Fig. 11-16 Displacement lines of positive-displacement
superchargers. Fig. 11-17 Compressor map of radial compressor.
t
working points 1, 2, or 3 at constant compressor speed. Mechanically
turbocharged with
radial compressor
11.4.2 Mechanical Supercharging PIW
T
ZL
t
=L
For the static state the left-hand side of the equation is 0 If we assume h T / i = v 1.03 - 1.07,then the com-
pressor pressure ratio is a function of the following factors:
PV + PT =0 (11.8)
kv + h B = hr (11.9) (11.17)
mT = Turbine mass flow The charge pressure p2thus increases with increasing
iv= Compressor mass flow exhaust gas temperature T, and increasing pressure in
hjlg
= Fuel mass flow front of the turbine p3 (where the change in group effi-
and the operating point lies on the engine displacement ciency as a function of T3 and p, has still been neglected).
line. The power balance can thus be developed further. The pressure p , is obtained with a given turbine as a
function of the mass throughput and gas state and can be
(11.10) calculated for the ram induction as
mT = AT * TJ-I (11.18)
AhsV = Isentropic enthalpy gradient in compressor
vrv = Isentropic compressor efficiency
7),v = Mechanical compressor efficiency
(11.19)
PT = m T ' AhsT ' 7)sT * 7)mT (1 1.1 1)
ATred= Turbine equivalent cross section
AhsT = Isentropic enthalpy gradient in turbine JIT = Flow function
T,,,~ = Mechanical turbine efficiency K~ = Isentropic exponent of the exhaust gas
If we consider the turbine as the throttle point (with p3
upline andp, downline of the throttle point), we obtain the
following relationship:
R, = Gas constant upline of compressor
T , = Temperature upline of compressor
K~ = Isentropic exponent upline of compressor
p1 = Pressure upline of compressor (11.20)
p2 = Charge pressure p2 = Density downline of the turbocharger
Ah,T = R3 * T3 * - K3
K3 - 1
I!%):(
* [l - (11.13)
p3
vj
A,,,
= Density upline of the turbine
= Flow velocity, turbine
= Turbine equivalent cross section
Ah,T = Isentropic enthalpy gradient in turbine nu = Engine speed
R, = Gas constant upline of turbine V, = Piston displacement
T, = Temperature upline of turbine The mass throughput mT through the turbine depends
K~ = Isentropic exponent of exhaust gas in a first approximation on the gas state at the intake
p, = Exhaust gas counterpressure organs (p2, T2), on the engine speed nu (displacement
p, = Pressure downline of turbine line), and on the density p,. The reduced turbine cross-
The group efficiency 7 j - L is defined as the overall effi- sectional area A, red has been assumed to be constant in
ciency of the charge group: this consideration. The following relationship thus exists:
1. Generator Mode
In “generator mode,” the speed nM has to be kept as con-
stant as possible in view of the high demands on the con- t
=L Working curve
stant rotational frequency of the generator (Fig. 11-21). during generator
For the engine with a mechanical turbocharger, we I mode
stay at one operating point, as nM = const (Fig. 11-22).
t n, = constant
he= variable
Pine
n Full-load curve
nin
t
Pine Full-load curve
t
=L
Fig. 11-22 Operating point in generator mode. In ship drives with a fixed propeller, the propeller torque
taken up depends on the square of the propeller speed. In
b Propellor
displacement line that belongs to the generator speed
mode
(Fig. 11-23).
With an increase in load (increase in fuel injection), c Generator
mode
p 3 , T3, and, hence, the turbine power increase. The tur-
bocharger speed increases, as do charge pressure p 2 and = const
mass throughput.
I
I
2. Speed Reductionp,, = constant, nM = variable
As illustrated in Fig. 11-24, the mean pressure moves
along a horizontal line for different engine speeds. This Fig. 11-25 Operating line between generator mode and
results in a flatter operating line (a) in the compressor map speed reduction.
364 11 Supercharging of Internal Combustion Engines
F2
constant load and constant speed. In vehicle mode, the turbocharging
Pm
(unregulated)
whole range is thus covered, which requires wider com-
pressor maps. Figure 11-27 shows the mean pressure Mechanically
turbocharge-?
curve for the full-load line of naturally aspirated, mechani-
cally turbocharged, and exhaust gas turbocharged engines. Naturally
aspirated
This latter line shows a highly unfavorable behavior as the
torque also drops with decreasing speed. For good accel-
eration behavior in vehicle mode, however, a rise in the
I I engine
-
allowing the excess exhaust gas enthalpy stream to bypass
r
the turbine (waste gate) and, thus, to escape unused to the
exhaust pipe (Fig. 11-28), representing a loss for the
P, engine. The charge pressure curve along the full-load line
and the effective mean pressure are shown in Fig. 11-29
Fig. 11-26 Superimposition of maps. for an Audi 2.7 1 Biturbo engine.
-
30
4 5
302
t-
2160
I I
$140 25 $
Y)
e!
L120 20;
2
5100
80
1 5 r
:
0
60 10
0 1000 2000 3000 4000 5000 llrnin 7000
Enginespeed d
whole drive system JgssA = JM + JA significantly influence mechanically supercharged engine that achieves a signifi-
the gradient of the crankshaft angular velocity. cantly faster buildup of mean pressure compared with the
exhaust gas turbocharger.
(1 1.22)
Improvement Measures:
JM = Polar mass moment of inertia of engine Adjustment devices such as exhaust gas turbocharger with
JA = Polar mass moment of inertia of drive waste gate or variable turbine geometry enable the charge
pressure to be built up significantly faster during an accel-
dwM
-= Change in crankshaft angular velocity
dt eration phase. In addition, the dynamic charge pressure
MMe = Effective engine torque buildup during nonstatic processes can be improved by
M , = Consumer torque using smaller impellers for turbine and compressor. The
influence of the polar mass moment of inertia J , of the
Figure 11-37 shows an elasticity test for a vehicle internals can be seen in the twist equation [Eq. (1 1.23)]
with a turbocharged SI engine for acceleration from 60 to for the exhaust gas turbocharger shaft.
100 km/h in 5th gear on the highly dynamic test rig. In V-engines, for example, the dynamic behavior can
It takes almost 3.5 s for the intake manifold pressure, be improved by grouping the cylinders on the exhaust gas
and, hence, the mean pressure, to reach its static value. side into a bank feeding two smaller turbines; on the air
Figure 11-38 shows further measurements for a load intake side, the two compressors are connected to a com-
shift in a dynamic SI engine at constant engine speed mon intake pipe.
(2000 rpm = const) on the highly dynamic engine test rig,
where the mean pressure has been standardized to the
static maximum value. The measured load signal rises rec-
tangularly at 1 s to 100%. After a dead time, the naturally
~ W T-
L
aspirated engine produces an equally spontaneous rise. - - Change in angular velocity ATL
The exhaust gas turbocharged SI engine rises with the d9
wTL = Angular velocity ATL
same spontaneity up to approximately 55% of the achiev-
J, = Polar mass inertia moment of turbocharger
able static mean pressure. The subsequent slow rise of
P , = Turbine output
13%/s is attributable to the acceleration of the turbo-
P , = Compressor output
charger internals. The engine reaches its maximum mean
pressure after approximately 3 s. Before we proceed to Brief injection of additional air into the compressor
discuss measures for improving the torque development in means, on the one hand, that the internal combustion engine
the exhaust gas turbocharged internal combustion engine, is adequately supplied with air immediately after a load
we see in Fig. 11-39 the acceleration behavior of a demand and that the increased fuel injection volume
368 11 Supercharging of Internal Combustion Engines
105
100
95
90
5r 8580
Ti 75
$ 70
65
60
55
0 1 2 3 4 5 6 7 8 9 1 0 1 1
Time [s]
18
5 16
14
12
g 1
1
2 08
C
- 06
04
0 1 2 3 4 5 6 7 8 9 1 0 1 1
lime [s]
18
16
14
f 12
10
i 8
5 6
$ 4
2 Fig. 11-37 Elasticity test (60-
0 100 km/h in 5th gear) highly
0 1 2 3 4
lo l1 dynamic test rig and turbo-
lime [s]
charged SI engine.
110 110
100 100
-E 90
80
90
80
-
0, 70 70
$ 60 60 E
Actual load signal
-
- 50 50 8
J 40
3 30
20
Turbocharged
engine
Naturally aspirated
40
30
20
’F
engine
10 10 Fig. 11-38 Comparison of
0 0 naturally aspirated and turbo-
0 1 2 3 4 5 6 7 8 9 10 charged SI engine; load shift at
Time [s] n = 2000 rpm = const.
corresponding to the limit air ratio provides a rapid increase neously provide sufficient acceleration power for the turbo-
in torque. On the other hand, the blow compressor wheel charger internals in response to a torque demand, it is
is accelerated so that the compressor delivers correspond- expedient to use stored electrical energy to accelerate the
ingly more air with the increasing speed. The air injection turbocharger intemals using an electric motor connected
is terminated when the turbine takes over the compressor between compressor and turbine (“euATL”) (Fig. 11-40).13
work and the additional acceleration work required. The electric motor must also withstand the high turbo-
charger speeds when switched off and have sufficient
Electric Support for Exhaust Gas Turbocharging: torque for the acceleration of the internals (compressor
Since the internal combustion engine does not sponta- and turbine wheel).
11.5 Dynamic Behavior 369
I I
t Fig. 11-40 Schematic diagram of
the electrically supported exhaust
gas turbocharger.
If an electrically driven compressor (“eBooster”) is bine wheel. With an appropriate design of the eBooster
connected in series (Fig. 11-41) that briefly takes over the compressor, the maximum speed is lower than with the
air supply to the internal combustion engine, the electric euATL, hence, offering benefits for the design of
motor has to accelerate only the compressor wheel whose the eBooster (Fig. 11-42). The wider compressor map of
polar mass moment of inertia is only 1/3 of that of the tur- this two-stage controlled supercharging also offers the
possibility of correspondingly raising the charge pressure High exhaust gas recirculation rates increase the risk
and, hence, the torque of the internal combustion engine of knocking, particularly if an unfavorable exhaust pipe
in the lower speed range, provided that sufficient electri- design exists in front of the turbine inlet.
cal energy is available. In part-load operation, the mass flow of turbocharged
SI engines is throttled by the throttle plate positioned
downline of the compressor. The open-air circulation plate
11.6 Additional Measures for Supercharged creates a bypass around the compressor so that the mass
Internal Combustion Engines flow not required by the engine (part load) is returned
in front of the compressor. As a result, no pressure is built
11.6.1 SI Engines up behind the compressor. This is also used for exhaust
With the turbocharged SI engines, the higher charge pres- gas turbocharged SI engines, but is more important for
sure results in higher ultimate compression temperatures. mechanically supercharged engines because of the dis-
This increases the risk of autoignition and of knocking. placement characteristic of the turbocharger.
For this reason, it can be necessary to lower the compres- The turbine materials used today are high temperature
sion ratio. In any case, the start of ignition of the SI engine steels (NiCr steels). With an exhaust gas temperature of
must be shifted towards "retard" in order to avoid imper- T3 > 950°C however, the strength drops sharply. Since
missibly high ignition pressures and knocking combustion the exhaust gas temperature of a turbocharged SI engine at
(Fig. 11-43). full load can exceed 1OOO"C, the engine is enriched. This
is performed in the engine controller using an additional
control loop with exhaust gas temperature sensors. In the
70
meantime, turbine materials are available that can with-
60 stand temperatures of up to 1050°C.
the form of a clocked control valve and software to con- [7] Bergmann. H.. F. Scherer, and H. Ostenwald. Die Thermodynamik des
neuen Nutzfahrzeugmotors OM 904 LA von Mercedes-Benz, in MTZ
trol the charge pressure and the exhaust gas recirculation
57. lahrgang (l996), Heft4, S. 216-224.
rate. Measures must also be taken to ensure that a negative [8] Technische Universitat Dresden, 6, Aufladetechnische Konferenz,
scavenging gradient ( p z - p 3 ) < 0 exists at all times. Dresden, 1997.
[91 Technische Universitat Dresden, 7, Aufladetechnische Konferenz.
Bibliography Dresden, 2ooO.
[ l o ] MAN B & W Diesel AG, Augsburg.
[I] Zinner, K., Aufladung von Verbrennungsmotoren, Springer-Verlag. [ I I ] Zellbeck, H., and I. Friedrich, Simulation des Beschleunigungsvemaltens
Berlin, Heidelberg, New York, 1980. von Pkw-Ottomotoren mil neuen Aufladeverfahren. 20, Internationales
[2] EATON Corporation, Air Management Systems Division, Michigan, Wiener Motorensymposium, 6-7 Mai 1999.
USA. [I21 MTU Motoren- und Turbinen-Union Friedrichshafen GmbH.
[31 LYSHOLM Technologies Schweden. [I31 Hoecker, P., J.W. laisle. and S. Miinz, Der eBooster -
I41 SIG Schweiz-Industrie-Gesellschaft. Schliisselkomponente eines neuen Aufladesystems von BorgWamer
[5] 3K WARNER Turbosystems GmbH, Kirchheimbolanden. Turbo Systems fur Personenkraftwagen, 22, Internationales Wiener
(61 Naber, D., K.-H. Hoffmann, A. Peters, and H. Briiggemann, Die neuen Motorensymposium, 26-27 April 2001.
Common-Rail-Dieselmotoren mil Direkteinsprilzung in der modell-
gepflegten E-Klasse. in MTZ 60,lahrgang (1999), Heft 9, S. 578-588.