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Procedia Engineering 150 (2016) 235 – 240

International Conference on Industrial Engineering, ICIE 2016

System of Ejection Cooling of the Charged Air and Evaluation of its

Effectiveness in the Engine
E.A. Lazareva, A.N. Pomaza, A.Y. Salova,*
a
South Ural State University, 76, Lenin Avenue, Chelyabinsk, 454080, The Russian Federation

Abstract

At high pressures boost intercooling of the charged air between the compressor and the inlet manifold of the engine further
contributes to the air density and the mass filling of cylinders, power, fuel efficiency on operational modes, reduces harmful
emissions, the exhaust gas temperature in the areas before the turbine and heat-stressed details. The article deals with the charged
air cooling system in which air circulation through the cooler is provided by an ejector - a gas-dynamic-device using the exhaust
gas energy for working. Parameters that evaluate the effectiveness of the ejection charged air cooling are given.
2016The
© 2016 TheAuthors.
Authors.Published
Publishedby by Elsevier
Elsevier Ltd.Ltd.
This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility ofthe organizing committee of ICIE 2016.
Peer-review under responsibility of the organizing committee of ICIE 2016
Keywords: Diesel engine; an ejector cooling system; an ejector method; the ejection rate; efficiency;

1. Review

Charge-air cooling (CAC) in a supercharged engine is carried in charge air coolers of the ‘air-to-liquid’ or ‘air-to-
air’ type [1]. Dissipation of heat abstracted from the charge air to the environment is carried out using as a source of
the fan air flow through the matrix of charge air coolers. The fan is usually driven in rotation by the crankshaft of
the engine and requires the expenditure of power. The need to reduce the power cost has led to the need to find other
ways of creating an air flow such as an ejector [2], disposing exhaust energy of the engine (Fig. 1).

* Corresponding author. Tel.: +7-919-116-36-20;

E-mail address: an1990s@gmail.com

1877-7058 © 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the organizing committee of ICIE 2016
doi:10.1016/j.proeng.2016.06.752
236 E.A. Lazarev et al. / Procedia Engineering 150 (2016) 235 – 240

Fig. 1. Scheme of the ejection charge air cooling system

In such a system cooling air from the atmosphere enters into the compressor where its pressure and temperature
increase. After the compressor is directed to the CAC where the heat from the charge air is given a cooling air
circulating through the cooler matrix from the environment. Non-discontinuous flow of cooling air through the
matrix NVG created ejector. After cooling NVG airflow from the compressor is directed into the inlet duct and
further into the engine cylinders. The exhaust gases leaving the cylinders pass first through a turbine, which operates
in a part of the energy. Then they enter the gas ejector, where the flow, accelerating in the nozzle, passes a part of
the kinetic energy of the cooling air, drawing and creating his movement through the matrix of charge air coolers.

2. Problem definition

When designing such a system the main task is to provide the maximum density ȡɤ charge air inlet in front of the
motor organs. To determine the best performance at a given engine operating mode, you must obtain the dependence
of linking together the work of elements in the system. Especially important is the connection of the turbine and the
ejector, as these devices convert the exhaust gas energy to increase as a result of the density of the charge air. The
basis of the calculation of the project is the question of the distribution of power between the turbine exhaust and
ejector.
In accordance with the equation of Guye-Stodola [3, 4] in an isolated system useful work L exhaust gas is the
difference between the available (maximum) and the loss of work Lmax T0ǻS performance. This is a job that can be
used in the turbine and ejector

L Lmax  T0 'S Lt  Le , (1)

where
Lt – turbine work,
Le – ejector work,
 E.A. Lazarev et al. / Procedia Engineering 150 (2016) 235 – 240 237

Ɍ0 – temperature of the environment,

ǻS – entropy increment.
Disposable ʌs differential pressure is determined by the sum of the pressure drop in the turbine ʌt and fall of
pressure in the ejector ʌe

Ss St  Se . (2)

Denoting the fraction of the pressure drop produced by the turbine through ȟ the equation (2) can be rewritten as

Ss St  Se S s[  S s 1  [  . (3)

In this case both the pressure drop will be a function of ȟ. The degree of pressure increase ʌk(ȟ) in the com-
pressor [5, 6], expressed through ʌt is determined through

k
kt 1
§ § · · k 1
¨ ¨ § 1 · kt ¸ ¸ ,
S k [  ¨ 1  EW t ¨ 1  ¨ [S ¸ ¸¸ (4)
¨ ¨ © s¹ ¸¸
© © ¹¹

where ȕ – parameter characterizing the composition of the charge air or exhaust gases,
IJt – parameter determined by the engine load,
kt – exhaust gas adiabatic index,
k – air adiabatic index.
Temperature rate IJɤ is respectively the following

k t 1
k 1 § ·
¨ § 1 · kt ¸ . (5)
W k [  S k
k
[  1  EW ɬ ¨ 1  ¨ ¸ ¸
¨ © [S s ¹ ¸
© ¹

In this case, the density ȡɤ1 air after the compressor will also be a function of ȟ

1
p0S k [ 
U k 1 [  n 1
U0S kk [  , (6)
RT0S k
n
[ 

where ɪ0, Ɍ0, ȡ0 – pressure, temperature and density of air before the compressor
R – gas constant of air.
The degree of cooling air ǻɌ [7, 8] is a function of the cooling air flow Gv, ie u ejection rate [9, 10].
Simplistically ejection rate can be defined as [11]

pp
ln
Gn pn
u Ke , (7)
Gp p
ln c
pn

where Gp – exhaust gas flow,

Gn – cooling air flow through charge air cooler,
238 E.A. Lazarev et al. / Procedia Engineering 150 (2016) 235 – 240

Șɟ – efficiency of the ejector,

p p pt S t pt [S s – gas pressure after the turbine,
pn = f(u) – cooling air pressure after charge air cooler,
ɪɫ – pressure of the mixture of the ejector.
It may be noted that the ejection rate is also a function of ȟ. In this case, the density of charge air after charge air
cooler

V p0S k
U [ k k 1
. (8)
§ ·
R ¨¨ T0S k  'T [  ¸¸
k

© ¹

where ı – retention rate of the total pressure in charge air cooler.

It is obvious that the greatest density of air should be determined from the following condition

d U k [ 
0. (9)
d[

This condition allows you to find the ratio drops ʌt and ʌɟ at which the maximum density of the charge air is
reached.

3. Results

Evaluation of effectiveness of the system of the ejector charge air cooling is possible theoretically and
empirically, in the latter case requires experimental setup that simulates the movement of the charge flow and the
cooling air. In this case the parameters analyzed HB flow agents and the exhaust system when the engine
characteristic simulation models: idle, rated power and maximum torque. Measuring the flow parameters at the
control points, the system efficiency can be determined at every engine operation [12, 13].
Figure 2 shows the results of modeling the exhaust gas flow movement, agents and mixtures thereof, in the
elements of the ejector ejection charge air cooling system for a nominal mode 4T370 engine package Flow
Simulation software package Solid Works. It shows the distribution of the velocity field, the temperature and
pressure in a longitudinal section of the ejection device. Characteristically, the areas of high exhaust gas flow rates
are consistent with the low pressure zones. This leads to the appearance of the cooling air differential pressure
between the environment and the mixing chamber of the ejector ensuring its circulation through the matrix of the
charge air cooler.
The efficiency of the cooling system is estimated by the ejection complex parameters: coefficients that ejection u
(7), the ejector efficiency Ș and thermal cooling efficiency at each engine operating mode.
Ejector efficiency is determined by [14, 15]

u  eɫɦ  eɨɯɥ 
K , (10)
eȽ  eɫɦ

where e – specific exergy of flows, J/kg.

For each of the sections of interest specific exergy is determined

§ T · p
e c p T  To.c.  ¨1  o.c. ¸  RTo.c. ln , (11)
¨ Tcp ¸ p
© ¹ o.c.

where ɫɪ – specific heat, J/kg/K,

 E.A. Lazarev et al. / Procedia Engineering 150 (2016) 235 – 240 239

Ɍɨ.ɫ., ɪɨ.ɫ. – temperature and pressure of the working fluid in equilibrium with the environment,
Ɍɨ.ɫ. = 293 Ʉ, ɪɨ.ɫ. = 0,1 MPa.

T  To.c.
Tcp . (12)
T
ln
To.c.

Fig. 2. The model of exhaust gas flow streams, agents, and their mixture in an ejector

The efficiency of the ejector charge air cooling system can be estimated using the thermal efficiency of the
charge air cooler. Thermal efficiency of the charge air cooler is determined according to

TK  TS
E , (13)
TK  T0

where E – thermal efficiency,

TɄ, TS – charge air temperature at the inlet and outlet of cooler, Ʉ.
T0 – environment temperature, Ʉ.

4. Conclusion

The density of the charge air entering the engine cylinder into the cooling system depends on the ejection
pressure drop distribution in the turbine and ejector. As a result of the theoretical analysis of the processes occurring
in the ejection device installed at the outlet of the turbine of the turbocharger, the dependence of the charge air
density after charge air cooler on the share pressure drop in the turbine triggered. The condition maximum density of
main rotor is reached.
The effectiveness of the system ejection charge air cooling of ‘air-to-air’ type on each engine operation
parameters of the complex is estimated: ratio ejection coefficient efficiency of the ejector and thermal cooling
efficiency.
240 E.A. Lazarev et al. / Procedia Engineering 150 (2016) 235 – 240

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