Engine Turbo/Super Charging

Super and Turbo-charging

Why super/ turbo-charging?

• Fuel burned per cycle in an IC engine is air limited
– (F/A)stoich = 1/14.6
f,v– fuel conversion and volumetric
f m f QHV efficiencies
mf – fuel mass per cycle
Torq  QHV– fuel heating value
2nR nR – 1 for 2-stroke, 2 for 4-stroke engine
N – revolution per second
Power  Torq  2N VD – engine displacement
a,0 – air density

 
m f  F  V a,0 VD
A

Super/turbo-charging: increase air density

1
 Super- and Turbo- Charging

Purpose: To increase the charge density

• Supercharge: compressor powered by engine output
– No turbo-lag
– Does not impact exhaust treatment
– Less efficient than turbo-charging
• Turbo-charge: compressor powered by exhaust turbine
– More directly utilize exhaust energy
– Turbo- lag problem
– Affects exhaust treatment
• Intercooler
– Increase charge density (hence output power) by cooling the
charge
– Lowers NOx emissions
– Suppresses knock

Additional benefit of turbo-charging

• Can downsize engine while retaining same

max power
– Less throttle loss under part load in SI engine
• Higher BMEP reduces relative friction and
heat transfer losses

2
 Engine Losses
12

11 Spark retard/enrichment for SI; 5th gear,

smoke limit for diesel flat road
10

9 4th gear,
flat road
Relative
8
efficiency = 1
Heat transfer
7 Combustion speed, pumping loss

Throttle + ht transf + friction

BMEP (bar)

6
252 =0.88
5 g/KW-hr
=0.78 =0.70
4 288 =0.64
3rd gear,
3 flat road
324 =0.58
360 =0.54
2
=0.50
1
1000 2000 3000 4000 5000
Engine speed (rpm) Data from SAE 910676;
5 Saturn I4 engine

© Society of Automotive Engineers. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

SI engine efficiency opportunity

Turbo DISI as enabling
technology
– Fuel in-flight evaporation
12 cools charge
10
Regain load
 More knock
head room by
turbo-charging resistant
BMEP (bar)

8
Shift op.
Issues
6 points up by – Knock
downsizing
4 – Peak pressure
– Boosting capacity
2
– Cold start emissions
Taurus FTP
0
sec-by-sec  HC
-2  PM
0 1000 2000 3000
Speed (rpm)

3

Charge-air pressure regulation with
wastegate on exhaust gas end. 1.Engine,
2. Exhaust-gas turbochager, 3. Wastegate
Exhaust-gas turbocharger for trucks
1.Compressor housing, 2. Compressor
impeller, 3. Turbine housing, 4. Rotor, 5.
Bearing housing, 6. inflowing exhaust gas, 7.
Out-flowing exhaust gas, 8. Atmospheric fresh
air, 9. Pre-compressed fresh air, 10. Oil inlet,
11. Oil return

From Bosch Automotive Handbook

© Robert Bosch GmbH. All rights reserved. This content is excluded from our Creative
Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

Turbo-charger

Waste gate

Source: BorgWarner Turbo Systems

© BorgWarner Turbo Systems. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

4
 Variable geometry turbo-charger

Variable Guide Vane Variable sliding ring

Source: BorgWarner Turbo Systems

© BorgWarner Turbo Systems. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

Compressor: basic thermodynamics

Compressor efficiency c
2
W
 ideal

m
W c 

W
1 actual
T  

W   2  1
ideal  m c p T1 
T T
P2  1 
Ideal 1
process T2  P2  
2  
2’
P1 T1  P1 
 1 
1    
P2  
Actual 
Wactual  m c p T1    1
1 process c   P1  
 

W
s T2  T1  actual
m cp

5
 Turbine: basic thermodynamics
Turbine efficiency t
4
 
W actual
W t 
W
ideal
3

m  T 

W   4 
ideal  m c p T3  1
T3 
T  
P3 1
Ideal
T4  P4  
process  
P4 T3  P3 
3
 1 
 P   
 4
actual   t m c p T3  1  
W 
  P3 
4 Actual
process

4’  
W
s T4  T3  actual
m  cp

Properties of Turbochargers

• Power transfer between fluid and shaft RPM3

– Typically operate at ~ 60K to 120K RPM
• RPM limited by centrifugal stress: usually tip
velocity is approximately sonic
• RPM also limited by shock waves
• Flow devices, sensitive to boundary layer (BL)
behavior
– Compressor: BL under unfavorable gradient
– Turbine: BL under favorable gradient

6
 Torque characteristics of flow machinery

Angular  momentum theorem

Torq     rV   Vx  dA     rV   Vx  dA
 1  2
 VxV
both Vx  and V  are fixed by the blade angle
so that both are   RPM, therefore: Vx
1
Torq  RPM
2
V

Power  RPM
3

2
V
Vx

Rotor stress

Force balance over mass element from r to dr Cross-

section
A r  A rdr  m Adr
r  2
area A
r dr
or
dA 
 m A2r r
dr
To illustrate effect, say A is independent of r, then :

 2
(r)  m
2

Rt2  r 2  Max at
root

 Tensile stress
m Material density Rt
 Angular velocity = 2N
Rt Tip radius r
Rroot

7
 Typical super/turbo-charged engine parameters

• Peak compressor pressure ratio  2.5

• BMEP up to 24 bar
• Limits:
– compressor aerodynamics
– cylinder peak pressure
– NOx emissions

Compressor/Turbine Characteristics

• Delivered pressure P2
• P2 = f( m ,RT1,P1,N,D,, , geometric ratios)
• Dimensional analysis:
– 7 dimensional variables  (7-3) = 4 dimensionless parameters
(plus  and geometric ratios)

 P2  N m
   f( , ,Re, , geometric ratios)
 P1  RT1 / D  P1  2
  RT1D
 RT1 
Velocity Velocity
Density
High Re number flow  weak Re dependence
For fixed geometry machinery and gas properties
 P2   N m  T1 
   f  , 

 P1   T1 P1 

8
 Compressor Map

Pressure ratio

 T1/P1
“Corrected” Flow rate m
 = mass flow rate (kg/s)
T1= inlet temperature (K); P1= inlet pressure (bar); N = rev. per min.; m
(From “Principles and Performance in Diesel Engineering,” Ed. by Haddad and Watson)

Compressor stall and surge

• Stall
– Happens when incident flow angle is too large
(large V/Vx)
– Stall causes flow blockage
• Surge
– Flow inertia/resistance, and compression system
internal volume comprise a LRC resonance system
– Oscillatory flow behave when flow blockage occurs
because of compressor stall
 reverse flow and violent flow rate surges

9
 Turbine Map

Efficiency

Mass flow

Source: BorgWarner Turbo Systems

© BorgWarner Turbo Systems. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

Compressor Turbine Matching Exercise

• For simplicity, take away

intercooler and wastegate
• Given engine brake power 1 4
output (W  ) and RPM,
E
compressor map, turbine map, C T
and engine map
• Find operating point, i.e. air
flow ( m a ), fuel flow rate ( m f )
turbo-shaft revolution per 2 3
second (N), compressor and m f 
Diesel Engine Q L
turbine pressure ratios (c and
t) etc.

W E

10
 Compressor/ Procedure:
turbine/engine matching 1. Guess c ; can get engine inlet conditions:
solution
 
1
T1 

P2  c P1 T2   c   1  T1
c
 
Compressor
2. Then engine volumetric efficiency calibration
 a that can be 'swallowed'
will give the air flow m
Pressure ratio

3. From m  a and c , the compressor speed N can be

obtained from the compressor map
 f may be obtained from the
4. The fuel flow rate m
engine map:
W  m  ,A/F)
 f LHV f (RPM,W
E E

5. Engine exhaust temperature T3 may be obtained from

 T/P
Flow rate m
energy balance (with known engine mech. eff. M )
W
(m a  m
 f )c p T3  m
 a c p T2  m 
 f LHV  E  Q L
M
6. Guess t , then get turbine speed Nt from turbine map
and mass flow
7. Determine turbine power from turbine efficiency on map
  1

 1
W t  t 1    
  
  t  
 W
8. Iterate on the values of c and t until W  and N  N
t c t c

© BorgWarner Turbo Systems. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

Compressor/ Engine/ Turbine Matching

• Mass flows through compressor, engine,
turbine and wastegate have to be
consistent
• Turbine inlet temperature consistent with
fuel flow and engine power output
• Turbine supplies compressor work
• Turbine and compressor at same speed

C T

Inter-
Cooler
Wastegate

Compressor characteristics, with airflow

requirements of a four-stroke truck engine Engine
superimposed.
(From “Principles and Performance in Diesel
Engineering,” Ed. by Haddad and Watson)

© Ellis Horwood Ltd. All rights reserved. This content is excluded from our Creative
Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

11
 Advanced turbocharger development

Electric assisted
turbo-charging
• Concept
– Put motor/ generator on Motor/
C T
turbo-charger Generator
– reduce wastegate function
Inter-
• Benefit Cooler
Wastegate
– increase air flow at low
engine speed Engine Battery
– auxiliary electrical output
at part load

Advanced turbocharger development

Electrical turbo-charger
Battery
• Concept
– turbine drives generator;
compressor driven by motor
• Benefit C Motor T Generator
– decoupling of turbine and
compressor map, hence much more Inter-
freedom in performance optimization Cooler

– Auxiliary power output

– do not need wastegate; no turbo-lag Engine

12
 Advanced turbocharger development

Challenges
• Interaction of turbo-charging system with
exhaust treatment and emissions
– Especially severe in light-duty diesel market
because of low exhaust temperature
– Low pressure and high pressure EGR circuits
Transient response
• Cost

EGR/ turbo Configurations

From SAE 2007-01-2978

© Society of Automotive Engineers. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

13
 Hybrid EGR

From SAE 2009-01-1451

© Society of Automotive Engineers. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

Two stage turbo with HP EGR loop

SAE 2008-01-0611

© Society of Automotive Engineers. All rights reserved. This content is excluded from our
Creative Commons license. For more information, see https://ocw.mit.edu/help/faq-fair-use.

14
MIT OpenCourseWare
https://ocw.mit.edu

2.61 Internal Combustion Engines

Spring 2017

For information about citing these materials or our Terms of Use, visit: https://ocw.mit.edu/terms.