Super Charger PDF

Part 2: Turbochargers, Engine Performance Metrics
Reciprocating Internal Combustion Engines
Prof. Rolf D. Reitz

Engine Research Center
University of Wisconsin-Madison
2014 Princeton-CEFRC
Summer School on Combustion
Course Length: 15 hrs
(Mon.- Fri., June 23 – 27, 2014)
Copyright ©2014 by Rolf D. Reitz.

This material is not to be sold, reproduced or distributed without
prior written permission of the owner, Rolf D. Reitz.
1 CEFRC1-2 , 2014
Short course outine:
Engine fundamentals and performance metrics, computer modeling supported
by in-depth understanding of fundamental engine processes and detailed
experiments in engine design optimization.
Day 1 (Engine fundamentals)
Part 1: IC Engine Review, 0, 1 and 3-D modeling
Day 2 (Combustion Modeling)
Part 3: Chemical Kinetics, HCCI & SI Combustion
Part 4: Heat transfer, NOx and Soot Emissions
Day 3 (Spray Modeling)
Part 5: Atomization, Drop Breakup/Coalescence
Part 6: Drop Drag/Wall Impinge/Vaporization/Sprays
Day 4 (Engine Optimization)
Part 7: Diesel combustion and SI knock modeling
Part 8: Optimization and Low Temperature Combustion
Day 5 (Applications and the Future)
Part 9: Fuels, After-treatment and Controls
Part 10: Vehicle Applications, Future of IC Engines
2 CEFRC1-2, 2014
Turbocharging
Pulse-driven turbine was invented and
patented in 1925 by Büchi to increase
the amount of air inducted into the engine.
- Increased engine power more than offsets
losses due to increased back pressure
- Need to deal with turbocharger lag
Improved
3 CEFRC1-2, 2014
Turbocharging
Purpose of turbocharging or supercharging is to increase inlet air density,
- increase amount of air in the cylinder.
Mechanical supercharging
- driven directly by power from engine.
Turbocharger - connected compressor/turbine

- energy in exhaust used to drive turbine.
Supercharging necessary in two-strokes

for effective scavenging:
- intake P > exhaust P
- crankcase used as a pump
Some engines combine engine-driven and

mechanical (e.g., in two-stage configuration).
Intercooler after compressor
- controls combustion air temperature.
4 CEFRC1-2, 2014
Turbocharging
Energy in exhaust is used to drive

turbine which drives compressor
Wastegate used to by-pass turbine

Charge air cooling after compressor
further increases air density
- more air for combustion
5 CEFRC1-2, 2014
Regulated two-stage turbocharger

Duplicated Configuration per Cylinder Bank
LP stage Turbo-Charger
with Bypass
Compressor HP stage Turbo

Bypass charger
Charge Air Regulating valve

Cooler
EGR Cooler
EGR Valve
GT-Power R2S Turbo Circuit
HP TURBINE Compressor Bypass

EGR Valve
EGR Cooler
Charge Air Regulating valve

Cooler
Compressor
HP stage Turbo
Bypass
charger
LP stage Turbo-Charger
with Bypass
Regulating Valve
LP Stage Bypass
LP TURBINE
6 CEFRC1-2, 2014
Intercooler for IVC temperature control


Q
P V 
Isentropic   IVC 
PIVC  V 
Reduced Peak Temp (NOx)
Improved phasing
(  1)
ln P T V 
  IVC 
TIVC  V 
ln T
Pressure Tign
/time of Compressor
ignition
Boost Q
TDC IVC TDC IVC

ln V ln V
Boost explains 20% of the improved fuel efficiency of diesel vs. SI
7 CEFRC1-2, 2014
Automotive compressor
Centrifugal compressor typically used in
automotive applications
Provides high mass flow rate at

relatively low pressure ratio ~ 3.5
Rotates at high angular speeds

- direct coupled with exhaust-driven
turbine
- less suited for mechanical
supercharging
Consists of:
stationary inlet casing,
rotating bladed impeller,
stationary diffuser (w or w/o vanes)
collector - connects to intake system
8 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Anderson, 1990
Compressible flow – A review

Area-velocity relations
Gibbs  Tds  dh  dp / 
for M<1 for M>1
Energy  dh  VdV
Euler  dP   VdV
d dA dV
 AV  Const    0
 A V Subsonic nozzle Subsonic diffuser Supersonic diffuser Supersonic nozzle
dA<0 dA >0 dA <0 dA >0
from AV  dV>0 dV <0 dV <0 dV >0
from Euler  dP<0 dP >0 dP >0 dP <0
kinetic energy pressure recovery kinetic energy
dA dV
 ( M  1)
2
A V
dA (1  M 2 )
 dP
A V 2
Traffic flow behaves like a supersonic flow!
9 CEFRC1-2, 2014
Model passages as compressible flow in converging-diverging nozzles
P V
m   AV  A  RT A* Minimum area point
RT c
 P0
 P0 AM ( P / P0 ) /(T / T0 ) 1/ 2
RT0
With M=1: Fliegner’s formula Choked flow, M=1
1
 1
2 2(  1) 
mM 1  ( ) P0 A*
 1
A*/A
RT0 Subsonic Supersonic
Area Mach number relations 2 solutions for

 1 same area
A 1  2 (  1) 2  2(  1)
  (1  M )
A*
M   1 2 
 1 1/ 2
   1
 
P     1   1 
1 0
A P  2
( ) 1  ( )   
1 reservoir 0.528 throat P/P0 exit 0
A* P0    1  P0  2  

  0 1 M ∞
10 CEFRC1-2, 2014
Isentropic nozzle flows


T0  1 2 P0   1 2  1
 1 M1  (1  M1 ) Ex. Flow past throttle plate
T1 2 P1 2
P0 P1
y
0 P0 1 P=Pb Choked flow for P2 < 53.5 kPa = 40.1cmHg
reservoir ambient
WOT
Choked
m
1
Pb
P/P0
y
0.528
40.1 76
M=1
0 Manifold pressure, P1 cmHg
x
11 CEFRC1-2, 2014
Application to turbomachinery
Fliegner’s Formula:
 1
2 2( 1)  Variable Geometry Compressor/
mM 1  ( ) P0 A*
 1 RT0 turbine performance map
Increased speed
Choked flow
“Corrected mass m Tref / T0
flow rate” P0 / Pref
A measure of effective flow
area Reduced flow passage
area
1.0 1/0.528=1.89
P0 /P
Total/static pressure ratio
12 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Heywood, 1988
Compressor
(Toutisen  Tin )
c 
(Tout  Tin )
P03
T
P3 = Pout
Heywood, Fig. 6-43
P2 Air at stagnation state 0,in accelerates to

inlet pressure, P1, and velocity V1.
Compression in impeller passages
increases pressure to P2, and velocity V2.
P0 = P0,in
Diffuser between states 2 and out,
recovers air kinetic energy at exit of impeller
P1
V12/2cP producing pressure rise to, Pout and
low velocity Vout
Wc  ma  hout  hin 
 a 1
S  
Note: use exit static pressure and inlet total ma  cPa  Tin   pout   a 
Wc  
 p    1 
pressure, because kinetic energy of gas c   0,in  
leaving compressor is usually not recovered  
13 CEFRC1-2, 2014
Compressor maps
Work transfer to gas occurs in impeller via change in gas
angular momentum in rotating blade passage
Surge limit line

Speed/pressure limit line
– reduced mass flow
due to periodic flow
reversal/reattachment in Non-dimensionalize blade
passage boundary layers. tip speed (~ND) by speed
Unstable flow can lead of sound
to damage
At high air flow rate,
operation is limited by
choking at the minimum
Pressure ratio evaluated
area point within compressor
using total-to-static
pressures since exit flow Supersonic flow
kinetic energy is not
recovered
Shock
wave
Heywood, Fig. 6-46

14 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Serrano, 2007
Compressor maps
3.0
GM 1.9L diesel engine Pressure
Ratio (t/t)
2.8
190000
35000 40000 50000 70000
2.6
90000 110000 130000 150000
170000 180000 190000 2.4
2.2
Efficiency
0.8
(T/T)
2.0 180000
0.7 170000
1.8
150000
0.6 1.6
130000
Corrected Air Flow (kg/s) 1.4
0.5
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16 0.18 110000
1.2 90000
50000 70000 Corrected Air Flow (kg/s)

1.0 35000 40000
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16 0.18
15 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Reitz, 2007
Automotive turbines
Naturally aspirated:
Pintake=Pexhst=Patm (5-7-8-9-1)
Boosted operation:
Negative pumping work: Wt  mg (hin  h0,out )
P7<P1 – but hurts scavenging  g 1
 
 P  
P

Wt  mg cPTint 1   0,out  
g
3 4
  Pin  
 
2 Expansion
Blowdown
5
Compression Available work
(area 5-6-7)
9 1
Pintake 6’’ Turbine
Pexhst 6
Compressor 6’
8 7
Pamb
TDC BDC
V
P-V diagram showing available exhaust energy
- turbocharging, turbocompounding, bottoming cycles and
thermoelectric generators further utilize this available energy
16 CEFRC1-2, 2014
Turbochargers
Radial flow – automotive;
axial flow – locomotive, marine
P0 = P0,in
T
2
P1
V1 /2cP T3
  T0
P2 m corrected  mg
p3
p0
N out
N corrected 
T3
P03 T0
P3 = Pout
(Tout  Tin )
t 
(Toutisen  Tin )
S
17 CEFRC1-2, 2014
Compressor selection
To select compressor, first determine engine breathing lines.

The mass flow rate of air through engine for a given pressure ratio is:
= IMP = PR * atmospheric pressure (no losses)
= IMT = Roughly constant for given Speed
18 CEFRC1-2, 2014
Engine breathing lines

Engine Breathing Lines
1.4L Diesel, Air-to-Air AfterCooled, Turbocharged
3.8
3.6 Torque Peak (1700rpm)

Trq Peak Operating Pnt
3.4
Rated (2300rpm)
3.2 Rated Operating Pnt
3
Compressor Pressure Ratio
2.8
2.6
2.4
2.2
1.8
1.6
Parameter Torque Peak Rated Units
1.4
Horsepower 48 69 hp
BSFC 0.377 0.401 lb/hp-hr
1.2
A/F 23.8 24.5 none
1
0.000 1.000 2.000 3.000 4.000 5.000 6.000 7.000 8.000 9.000 10.000 11.000 12.000 13.000 14.000
Intake Mass Flow Rate (lb/min)
19 CEFRC1-2, 2014
. .
W t = Wc
a
 a 1
  
   g 1

 p2   Cp g  T3  m fuel      
    
p4

g
   1 1    
 t c mech   p 
1 
 p1   Cpa  T1      
  mair  
3

20 CEFRC1-2, 2014
Ideal engine efficiency – Otto cycle

Maximum possible closed-cycle
efficiency (“ideal efficiency”)
State (1) to (2) isentropic

(i.e., adiabatic and reversible)
compression from max (V1) to
min cylinder volume (V2)
Compression ratio rc = V1/V2.
State (2) to (3) adiabatic

and isochoric (constant volume)
combustion,
State (3) to (4) isentropic
expansion.
State (4) to (1) exhaust process

- available energy is rejected
- can be converted to mechanical
or electrical work:
21 CEFRC1-2, 2014
Ideal engine efficiency – Otto cycle

Otto
Efficiency = net work / energy supplied
  [(T 3  T 4)  (T 2  T 1)] /(T 3  T 2) T 3

 1  (T 4  T 1) /(T 3  T 2)
2 Wexpansion
However,
Wcompression
 1  1  1
T 2 / T 1  (V 1 / V 2)  rc  (V 4 / V 3)  T3/T 4
4
1
0.8 =1.4
 1.3
0.6 s
1.25
0.4
  1  1 / rc 1
0.2
0 8 16 24 rc
22 CEFRC1-2, 2014
ηideal Function of only two variables, compression ratio (rc)

and ratio of specific heats (γ)
Increasing rc increases operating volume for compression and expansion
Increasing γ increases pressure rise during combustion and increases work
extraction during expansion stroke.
Both effects result in an increase in net system work for a given energy release
and thereby increase engine efficiency.
Actual closed-cycle efficiencies to deviate from ideal:
1.) Assumption of isochoric (constant volume) combustion:
Finite duration combustion in realistic engines.
Kinetically controlled combustion has shorter combustion duration than diesel or SI
- duration limited by mechanical constraints, high pressure rise rates with audible
engine noise and high mechanical stresses
2.) Assumption of calorically perfect fluid:
Specific heats decrease with increasing gas temperature; species conversion during
combustion causes γ to decrease
3.) Adiabatic assumption:
Large temperature gradient near walls results in energy being lost to heat transfer
rather than being converted to crank work
23 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Herold, 2011
Other assumptions:
In engine system models, compressors, supercharger, turbines modeled with
constant isentropic efficiency instead of using performance map.
- typically, compressors, superchargers, and fixed geometry turbines have isentropic
efficiencies of 0.7. VGT has isentropic efficiency of 0.65.
Charge coolers - intercooler, aftercooler, and EGR cooler modeled with zero
pressure drop, a fixed effectiveness of 0.9, constant coolant temperature of 350 K.
24 CEFRC1-2, 2014
Zero-dimensional closed-cycle analysis:
Combustion represented as energy addition to closed system
Fuel injection mass addition from user-specified start of injection crank angle
(θSOI) and injection duration (Δθinj).
Pressure and mass integrated over the closed portion of cycle with specified
initial conditions at IVC of pressure (p0), temperature (T0), and composition
(xn,0 for all species considered - N2, O2, Ar, CO2, and H2O) and initial trapped
mass (m0), including trapped residual mass
Post-combustion composition determined assuming complete combustion of

delivered fuel mass.
Minor species resulting from dissociation during combustion not considered
25 CEFRC1-2, 2014
First law energy balance: de=dq - Pdv
Combustion:
Wall heat transfer:
Combustion model - Wiebe function
Heat transfer model - Woschni
26 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Chen-Flynn, 1965
Engine brake thermal efficiency BTE 70 PMEP  FMEP

BTE  GIE{1  }
IMEPg
150 bar PCP Limit
BTE*LHV=IMEPg-PMEP-FMEP 60
DOE goal BTE=55% 55
50
BTE [%]
UW Dyno limit
45
Friction model PMEP = 0.4 bar
40 FMEP = 1 bar
Chen-Flynn model ( SAE 650733).
UW RCCI GIE = 55%
FMEP = C + (PF*Pmax) + (MPSF*Speedmp) 30 SCOTE
GIE = 60%
results
(Exp/Sim) GIE = 65%
+ (MPSSF*Speedmp2) 20
0 5 10 15 20 25 30
where: C = constant part of FMEP (0.25 bar) Load -- Gross IMEP [bar]
PF = Peak Cylinder Pressure Factor (0.005)

Pmax = Maximum Cylinder Pressure
MPSF = Mean Piston Speed Factor (0.1)
MPSSF = Mean Piston Speed Squared Factor (0)
Speedmp = Mean Piston Speed
27 CEFRC1-2, 2014
Part 2: Turbochargers, Engine Performance Metrics Lavoie, 2012
1-D modeling for engine performance analysis
28 CEFRC1-2, 2014
Mid load
29 CEFRC1-2, 2014
Woshni, 1967
Turbocharger equation
Burn duration Heat transfer
Friction m~0.8, Re increases with Bore and  (boost)
30 CEFRC1-2, 2014
Effect of combustion phasing on efficiency
Constant volume combustion
10-90 Burn
100%
Cumulative heat release

90%
50%
CA50
10%
Crank angle
Without HT: Best efficiency CA50~TDC

With HT: best efficiency with CA50~10 deg – tradeoff between heat loss/late expansion
31 CEFRC1-2, 2014
Energy budget
F0  air standard efficiency
63%
Adiabatic
Decreasing  Incomplete combustion

32 CEFRC1-2, 2014
Effect of dilution
Fuel-to-charge equivalence ratio, f’
Burned gas temperature

f ranges from 0.2 to 1 with air, EGR ranges from 0 to 80% with f=1
33 CEFRC1-2, 2014
Effect of boost on efficiency
Reduced heat transfer loss
Reduced friction losses
34 CEFRC1-2, 2014
Potential brake efficiencies of naturally aspirated engines
Increased pumping losses
35 CEFRC1-2, 2014
Summary
Turbocharging can increase engine efficiency by using available energy in exhaust

and by reducing pumping work
Air standard “ideal cycle” analysis provides a bound on engine efficiency

estimates.
0-D engine system models provide estimates of engine system efficiencies,

if combustion details (e.g., timing and duration) and heat transfer losses are assumed
The goal of multi-dimensional models (to be discussed next) is to predict the

combustion details
36 CEFRC1-2, 2014

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Part 2: Turbochargers, Engine Performance Metrics

Reciprocating Internal Combustion Engines

Prof. Rolf D. Reitz

Copyright ©2014 by Rolf D. Reitz.

Turbocharger - connected compressor/turbine

Supercharging necessary in two-strokes

Some engines combine engine-driven and

Energy in exhaust is used to drive

Wastegate used to by-pass turbine

Regulated two-stage turbocharger

Compressor HP stage Turbo

Charge Air Regulating valve

HP TURBINE Compressor Bypass

Charge Air Regulating valve

Intercooler for IVC temperature control

TDC IVC TDC IVC

Provides high mass flow rate at

Rotates at high angular speeds

Compressible flow – A review

Traffic flow behaves like a supersonic flow!

Model passages as compressible flow in converging-diverging nozzles

With M=1: Fliegner’s formula Choked flow, M=1

Area Mach number relations 2 solutions for

Isentropic nozzle flows

0 P0 1 P=Pb Choked flow for P2 < 53.5 kPa = 40.1cmHg

P2 Air at stagnation state 0,in accelerates to

Surge limit line

Heywood, Fig. 6-46

170000 180000 190000 2.4

50000 70000 Corrected Air Flow (kg/s)

To select compressor, first determine engine breathing lines.

= IMP = PR * atmospheric pressure (no losses)

= IMT = Roughly constant for given Speed

Engine breathing lines

3.6 Torque Peak (1700rpm)

Intake Mass Flow Rate (lb/min)

Ideal engine efficiency – Otto cycle

State (1) to (2) isentropic

State (2) to (3) adiabatic

State (4) to (1) exhaust process

Ideal engine efficiency – Otto cycle

  [(T 3  T 4)  (T 2  T 1)] /(T 3  T 2) T 3

ηideal Function of only two variables, compression ratio (rc)

Zero-dimensional closed-cycle analysis:

Combustion represented as energy addition to closed system

Post-combustion composition determined assuming complete combustion of

Minor species resulting from dissociation during combustion not considered

First law energy balance: de=dq - Pdv

Wall heat transfer:

Combustion model - Wiebe function

Heat transfer model - Woschni

Engine brake thermal efficiency BTE 70 PMEP  FMEP

DOE goal BTE=55% 55

PF = Peak Cylinder Pressure Factor (0.005)

1-D modeling for engine performance analysis

Burn duration Heat transfer

Friction m~0.8, Re increases with Bore and  (boost)

Effect of combustion phasing on efficiency

Constant volume combustion

Cumulative heat release

Without HT: Best efficiency CA50~TDC

Decreasing  Incomplete combustion

Burned gas temperature