Automotive/Motorsport Powertrain

Turbocharger Theory and Application

ad6382@coventry.ac.uk
Gareth Williams 1
Assistant Professor in Automotive Engineering (Motorsport)
 Turbocharger Technologies
1. Theory and Characteristics 24.01.2023
2. Sizing and Surge 31.01.2023
3. Turbine Characteristics 07.02.2023
4. Boost Control and Charge Cooling 14.02.2023
5. Motorsport Specific Functions 21.02.2023
Please go to www.menti.com

use code: 68401051

Turbocharger Technologies
1. Theory and Characteristics
Gareth Williams
Assistant Professor in Motorsport Engineering
Audi R18 LMP1 Diesel racing engine (2016)
 Twin entry turbine housing
Twin outlet compressor housing
Turbocharger

For steady conditions Wturbine=Wcompressor

Exhaust gas Compressed air
From Engine To the engine

Turbine

Atmospheric
air
Exhaust gas
To the manifold
Compressor

Turbo How it works

https://www.youtube.com/watch?v=vGhlgphrBxA
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 Turbo Compressor

𝐵𝑃 = 𝑚ሶ 𝑓𝑢𝑒𝑙 . 𝐿𝐻𝑉. 𝜂𝐵𝑡ℎ 1 1

𝐵𝑃 = 𝑚ሶ 𝑎𝑖𝑟 . 𝜙. 𝐿𝐻𝑉. 𝜂𝐵𝑡ℎ 𝑊ℎ𝑒𝑟𝑒 𝜙 = ≈
𝐴𝐹𝑅 14.7

Pc / P atm
Power depends on mass flow rate of air :
𝑚ሶ 𝑎𝑖𝑟 = 𝜌𝑎𝑖𝑟 . 𝑄𝑎𝑖𝑟 . 𝜂𝑣
𝑘𝑔. 𝑠 −1 𝑘𝑔. 𝑚−3 𝑚3 𝑠 −1

𝑚ሶ 𝑎𝑖𝑟
𝑃𝑐 𝑁𝑉𝑐𝑦𝑙𝑠
𝑚ሶ 𝑎𝑖𝑟 = 𝜂𝑣
𝑅𝑇𝑐 60𝑓 𝑛𝜋𝐷2 𝑆
𝑤ℎ𝑒𝑟𝑒 𝑉𝑐𝑦𝑙𝑠 =
4
Pc & Tc is the charging pressure and temperature 33
 Compressor performance
Pressure Efficiency

c
Ratio Axis Islands
Compressor Efficiency:
Surge
Depends on rotor speed and mass Line

flow rate as seen in the compressor

Performance diagram shown aside

Compressor has to be selected to

Turbocharger
provide enough mass flow rate at Speed Lines
low engine speed and also
high engine speed with reasonable Choke
Line
efficiency

Mass Flow
Axis

1
 83g/s = 11 lb/min
Approx. 300kg/hr

Approx. Amount of airflow

required per 100kW
 Turbocharger
Theory and Characteristics
 Turbocharger Selection
In order to select a turbocharger for a specific
purpose we need to know the following:

• Engine Gas Flow

• Boost Pressure Required
• Pressure Ratio
• Density Ratio
• Compressor Flow
 Turbocharger Selection
We must look at the engine gas flow, and our
projected (or desired) boost level if we are to
specify a particular turbo for an application.

If we assume that our engine has a volumetric

efficiency (ηv) of 90%, then the gas flow is equal to
90% of half the engine`s swept volume per
revolution (assuming four-stroke cycle of operation)
 Example
2 litre engine(4 cycle), running at 6000rpm, volumetric
efficiency (ηv) 90% then the gas flow will be:

(0.9 x 2 x 6000) / 2 = 5400 l/min

5400*1.204 /1000 / 60 = 0.108kg/s

What we need to do now is look at the effects of

compressor efficiency on the air density, so that we can
actually see how much air we can have entering the
compressor.

All compressor maps are based on inlet conditions, so it is

important that we have accurate values.
 PR (Pressure Ratio)
The compressor output needs
to be converted into a pressure
ratio first.
There is plenty of data which
will compare the density ratio
and the pressure ratio at given
levels of compressor efficiency.

Pressure ratio is equal to the

sum of the ambient and boost
pressures, divided by ambient
pressure.
 Example
If we want to run 124kpa of boost, then our pressure ratio,
assuming that ambient pressure is 101.3kpa, would be:

(101.3 + 124) / 101.3 = 2.22

We can then look on a comparison table to see what a

pressure ratio of 2.22 gives as a density ratio at an efficiency
of 75%.
 Density ratio
CDT (Compressor Discharge Temp)
The density ratio converts the turbocharger pressure ratio
into a transferable multiplying factor, after taking
compressor efficiency and temperature changes into
consideration.

Pressure ratio (101.3 + 124) / 101.3 = 2.22

at 75% efficiency, assuming T1 = 298K
0.2857
CDT (T2) = ((298(225.3/101.3) ) – 298)/0.75 + 298
=399.9K, a temperature increase of 101.9°C

Density ratio = T1P2 / T2P1

=(298*225.3) / (399.9*101.3) =1.657
 Compressor flow

What we are after, therefore, is a compressor that will

flow 1.657 times the engine`s normally-aspirated gas
flow at 6000rpm.

Our example had a gas flow of 5400L/min, so our

turbocharger needs to be able to flow 1.628 x 0.108 =
0.180kg/s (=23.7lb/min).

We can then consult our manufacturer`s compressor

maps to find a suitable turbocharger fitment.
Compressor Map

Garrett G25 550 Garrett G30 900

2L @9krpm

5L @6krpm

Red line shows Airflow 0.175kg/sec (=23lbs/min) at a pressure ratio of 2.22

 Turbo Matching
How much power do we want, first?

What do we need to know?

Horsepower target
Engine displacement
Ambient conditions
Engine rev limit
 What do we need to assume?
Volumetric efficiency –4valve heads are around 90-95%
Inlet manifold temperature – around 30-60°C intercooled

Brake Specific Fuel Consumption (BSFC) – anywhere

between
0.20 – 0.45 kg / Kw-hr

LMP1 turbo engine around 0.21

WRC 1.6 turbo around 0.24
 BSFC
(Brake Specific Fuel Consumption)
𝑟
𝐵𝑆𝐹𝐶 =
𝑃
𝑟 is the fuel consumption rate in grams per second (g.s)
𝑃 is the power produced in watts where
𝑃 = 𝜏𝜔
ω is the engine speed in radians per second(rad·s-1)
τ is the engine torque in newton meters (N⋅m)
 BSFC : example

4.5L V8 LMP1 engine

Fuel consumption 110kg/hr
Engine power 603bhp / 9000rpm
Calculate BSFC

Power in kW = 603 / 1.34 = 450kW

BSFC = 110kg/hr / 450kw = 0.24 kg /kW-hr
 Calculations
In keeping with turbo classifications, Firstly, we
need to know the airflow

𝐴𝑖𝑟𝑓𝑙𝑜𝑤 = 𝑃 × 𝐴𝐹𝑅 × 𝐵𝐹𝑆𝐶

Where:
Airflow (kg/hr)
P = Power (kW),
AFR = Air-Fuel Ratio,
BSFC = Brake Specific Fuel Consumption (kg/kW-hr)
 Example
Target power 600bhp
Assume AFR = 12.0 : 1 (slightly rich helps
power output) and BSFC = 0.25
Airflow = (600/1.34) x 12 x 0.25 / 60 = 22kg/min
0.37kg/sec @ 600bhp (448kW)

Amount of airflow required per 100bhp

0.062kg/s = 8.23 lb/min
OR
Amount of airflow required per 100KW
0.083kg/s = 11 lb/min
BMEP equation

Brake Mean Effective Pressure

Where as
nR = No of Revolutions per Power Stroke
= 1 for Two Stroke
= 2 for 4 Stroke
T = Torque (Nm)
Vd = Displacement (Litre)
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 BMEP : NA Engine
HONDA S2000
Capacity: 1997cc
bore x stroke: 87 x 84 (mm)
Compression ratio: 11.7:1
Natural aspirated
Revlimit: 9000 rpm
Power approx: 247hp
Torque approx: 220Nm
123.5hp/L

= 2*220*PI()*2 / 1.997
= 1384 kPa
= 13.8 bar

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 BMEP : Turbo Engine
Ford Fiesta ST 1.6
Capacity: 1596cc
bore x stroke: 79 x 81.4 (mm)
Compression ratio: 10:1
Turbocharger: KKK KP39
Revlimit: 6500 rpm
Power approx: 182hp
Torque approx: 240Nm
113hp/L

= 2*240*PI()*2 / 1.596
= 1889 kPa
= 18.9 bar

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 Example

F1 2.4L Toyota TF106 produced 740 hp (552 kW) at 19,000rpm for 277
Nm of torque,
Calculate BMEP in bar

= 2*277*PI()*2 / 2.4
= 1450 kPa
= 14.5 bar

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Formula One Turbo engines :
In 1986 the 1.5L Williams-Honda FW11 Turbo produced 1,400 hp
(1,044 kW) at 12000 rpm for 831 Nm of torque, Calculate BMEP in bar

= 2*831*PI()*2 / 1.5
= 6962 kPa
= 69.6 bar

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 BMEP typical values

The maximum BMEP of a good engine designs is well established:

Naturally Aspirated SI engines : 9 - 13 bar (900-1700 kPa)

Boosted SI engines : 12.5 to 23 bar (1250 to 2300 kPa)
Naturally aspirated diesels: 7 to 9 bar (700 to 900 kPa)
Boosted automotive diesels: 14 to 30 bar (1400 to 3000 kPa)

*BMEP values at the engine speed where at maximum brake torque and
WOT

Can use above maximum BMEP in design calculations to estimate

engine displacement required to provide a given torque or power at a
specified speed.

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