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Air Induction for Diesel Engines

Abstract: The amount of combustion air supplied to the diesel engine (and the engine power
output) can be increased by boosting the charge air pressure. This can be achieved by the use of
mechanically driven pumps known as superchargers or exhaust gas driven compressors known as
turbochargers. Since turbochargers can utilize some of the exhaust gas energy, they are very
common in modern diesel engines. A number of advanced turbocharger configurations have been
developed, such as sequential turbocharging, turbo-compounding, and wave supercharging.

Introduction
Methods of Charge Air Boosting
Practical Embodiments

Introduction
Diesel engines have traditionally suffered from low specific power output, that is the maximum
output per unit weight. Specific power output can also be compared on the basis of engine
displacement. The principal reason for this phenomenon is that power output is limited by how much
fuel one can efficiently burn in each combustion chamber [Heywood 1988]. For efficient combustion, an
adequate supply of oxygen must be provided. Not only is the amount of air inducted important for
efficient combustion, but good air and fuel mixing must also be accomplished. Only then would we
achieve the chemically-correct ratio that ideally leads to complete conversion of the hydrocarbon fuel
to carbon dioxide and water.

The air induction system normally consists of an air filter, inlet ducts, intake manifold, and intake
ports; and intake valves may also be considered part of the induction system. Once an engine is
designed, its capacity to induct air is essentially fixed. The maximum amount of air inducted depends
on intake filter restriction, pressure drop through its inlet duct, intake manifold, intake ports, and
valves. However, if the inducted air can be compressed to a higher density than ambient before
introducing it in the engine, power output can be augmented simply by adding more fuel in
proportion to the additional mass of air inducted. This added fuel and air would mix, combust, and
produce more output.

The process used to increase air density before inducting it in the engine is referred to as boosting of
the charge air. A more common descriptive term used for this process is supercharging of the charge
air. Charge air boosting is usually accomplished through various pumping or compression devices.
This paper provides a review of these devices and their general features. Their effects on engine
performance and emissions profile is also highlighted.

Methods of Charge Air Boosting

Classification of Devices

There are three basic methods that describe the operation of air-boosting devices, as follows:

1. Supercharging

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2. Turbocharging
3. Wave-Supercharging

The first method uses a portion of the engine power to provide the mechanical drive of an air pump,
compressor, or blower to raise charge air pressure and increase its density. In general, these
mechanically-driven devices are called superchargers.

The second method comes in the form of exhaust heat recovery in that it uses excess exhaust heat to
power an air compressor, that in turn raises charge air pressure and increases its density. This method
is referred to as turbocharging, since it uses a turbine wheel placed in the path of exhaust gases
exiting from the exhaust manifold to drive the air compressor. These exhaust gas driven compressors
are called turbochargers.

The third method of boosting charge air pressure and density can be described as a combination
supercharger/turbocharger. It uses pulsating exhaust pressure waves exiting from the exhaust
manifold to impart their energy to the incoming air within the channels of a mechanically-driven
device, as will be described later. This type of device is referred to as a wave-supercharger.

Supercharging

In most cases superchargers are driven mechanically, through a direct gearbox connection with the
engine. Other dives, including electric or hydraulic, are also possible and known in commercial
superchargers. Due to this drive flexibility, a vide range of devices can be used for engine
supercharging. The variety of supercharger types used in charge air (or mixture) boosting can be
summarized as follows:

„ Positive displacement devices

z Roots blowers

z sliding vane compressors

z screw compressors

z rotary piston superchargers

z spiral-type superchargers

z variable displacement piston

„ Continuous flow devices

z centrifugal compressors

The choice of technology depends on the specific application. In general, positive displacement
devices are more suitable for mechanical connection with the engine, while centrifugal compressors
are typically driven by high speed electrical engines in superchargers. Operating principles, design
details, and performance of the particular superchargers are discussed in the Superchargers for Diesel
Engines paper.

Turbocharging

Like superchargers, turbochargers are devices that increase the amount of air inducted into an engine.
As described earlier, increasing the air inducted into an engine allows adding a commensurate
amount of fuel, thus giving the potential of producing more power, relative to the naturally aspirated
version of the same engine. The main difference between turbochargers and superchargers is the fact
that the former utilize engine exhaust gas and a turbine wheel to provide its rotary motion, while
superchargers are generally mechanically-, electrically-, or hydraulically-driven. Since turbochargers
utilize in part the wasted exhaust gas energy, they are more efficient and more commonly used than
superchargers.

In turbochargers, the compressor and the turbine wheel are mounted on the same shaft, as shown in
Figure 1. The turbine wheel uses exhaust gas energy to drive the compressor. The latter draws
ambient air, increases its pressure, and sends it on its way to engine cylinders.

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Figure 1. Schematic Representation of a Turbocharger

T - turbine; C - compressor;

Exhaust turbochargers have become a standard component of the modern diesel engine. They are
used in many diesel engine applications including heavy-duty and passenger car highway engines,
off-highway engines, marine, stationary, locomotive, and small power generation engines. Figure 2
illustrates a turbocharger installed on the exhaust manifold of an industrial diesel engine. Various
turbocharger designs and performance are presented in Turbochargers for Diesel Engines.

Figure 2. Turbocharged Industrial Diesel Engine

(Courtesy of John Deere)

Practical Embodiments

Basic Configurations

Applications involving superchargers and turbochargers are diverse and range from simple to
complex configurations. Figure 3A is a schematic illustrating a mechanical, engine-driven
supercharger. Figure 3B is the corresponding schematic for a turbocharged engine. Both schematics
A and B in Figure 3 indicate that whether a supercharger or a turbocharger was used, cooling of the
charge air was not used. Many engines fall under this category of supercharged and non-cooled
engines. While this embodiment was popular prior to emphasizing fuel economy and exhaust
emissions, most modern engines are turbocharged and cooled as shown in Figure 3C. The heat
exchanger that cools combustion air as it exits the compressor is referred to as intercooler or
aftercooler. The term intercooler refers to the fact that this heat exchanger performs its task in
between the compressor and the intake manifold of the engine. The term aftercooler refers to the

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charge air being cooled after being compressed in the compressor. The need for cooling the charge air
stems from the fact that while converting the kinetic energy of the charge air to potential energy its
temperature increases thus reducing its density. When its density is reduced by heating, charge air
would occupy a larger volume in the combustion chamber leading to lower overall mass of charge air
in the cylinder. Hence the need to cool the charge air to recover its density and increase its mass in
the cylinder.

Figure 3. Different Supercharger and Turbocharger Configurations

So far we have dealt with simple systems involving supercharging or turbocharging. However, in
some applications supercharging may be complex and may include combinations of superchargers
and turbochargers. Figure 4 for instance is a combination of mechanically-driven supercharger and a
turbocharger. This arrangement has the potential of developing high charge pressure and/or
developing higher charge pressure more rapidly to overcome the adverse effects of turbocharger lag.

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For instance the mechanical drive shown in Figure 4 may incorporate an electrically-controlled clutch
that is activated when the driver commands an acceleration. Once activated the clutch engages the
mechanical drive, which begins to develop charge air pressure immediately. Once the acceleration is
complete, the supercharger drive is de-clutched and the operation continues with the stock
turbocharger in full control.

Figure 4. Schematic Representation of a Supercharger-Assisted Turbocharger

Sequential Turbocharging

Another system worth noting is sequential turbocharging which involves two turbochargers of
different size to meet the engine demand in various operating regimes [SAE 1986]. A small
turbocharger that requires less energy to spin and accelerate is used for the low engine speed and load
regime. The second and larger turbocharger is designed to meet the engine needs when operating at
high speed and load conditions. Fresh filtered air flow is controlled by a valve and exhaust flow is
controlled by a second valve , as shown in Figure 5, to divert charge air and exhaust flow as dictated
by the needs of the engine according to its operating regime.

Figure 5. Schematic Representation of Sequential Turbocharging

Turbo-Compounding

A schematic representation is given in Figure 6 for turbo-compounding systems. This configuration is

generally reserved for large engine installations such as power generation or bulk fluid pumping
stations. The reason for this is the expense involved in gearing down from high turbine rotational
speeds to crankshaft speeds. This system is based on the premise that exhaust from the first turbine
(T1 in Figure 6) has enough energy left to turn a second turbine wheel (T2 in Figure 6). This excess

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energy is high enough to give T2 power that is adequate to lend the crankshaft some assistance. This
additional power provided to the crankshaft by T2 is considered part of the exhaust heat recovery,
and results in real fuel economy benefits as shown in Figure 7. For the same power output, BSFC for
a turbo-compounded engine is lower than a turbocharged-intercooled engine [Wilson 1986].

Figure 6. Schematic Representation of Turbo-Compounding

Figure 7. Effect of Turbocompounding on Fuel Consumption

Wave Supercharging

One of the better known wave superchargers is the Comprex. The Comprex is considered by many in
the industry as a combination supercharger/turbocharger device. Because it is somewhat difficult to
understand the operation of the wave supercharger, Figure 8 is presented to assist in describing its
principle of operation.

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Figure 8. Diagram Describing the Wave Supercharger Operation

Filtered air proceeds into one of many channels of the wave supercharger. The filtered air travels
through that channel where it is met by a pressure wave from the exhaust pulse leaving the exhaust
manifold. Both filtered air and exhaust pulse travel toward each other and eventually meet within
volume A shown in Figure 8. When the exhaust pulse meets with the filtered air it imparts some of its
energy to the filtered air thus increasing its pressure. In the process, the exhaust pressure pulse loses a
portion of its own energy. Having imparted some of its energy to the filtered air, the exhaust pulse
exits through the exhaust port as shown in Figure 8. In the meantime, filtered air, having received a
portion of the exhaust energy gains potential energy that accelerates it toward the intake manifold or
port. This entire process takes place over an extremely short period since the total number of these
channels is synchronized to expose a new fresh charge to the exhaust pulse as described. This
synchronization or indexing is achieved through adjusting the drive ratio of the entire wave
compressor, which is arranged in a cylindrical configuration and belt-driven as shown in Figure 9.

Figure 9. Schematic Representation of a Wave Supercharger

In Figure 9, several components are shown to facilitate the understanding of the wave supercharger.
For instance, No. 1 represents the combustion chamber and No. 2 shows the multi-channel wave
supercharger with its channels arranged cylindrically. The entire wave supercharger assembly is

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driven by a belt/pulley drive designated as No. 3. No. 4 and 5 represent the exhaust and intake pipes,
respectively. Number 6 is the inlet of the fresh filtered air while No. 7 is the exhaust gas exit to
ambient.

It is interesting to note that the contact time between the fresh air and the exhaust in the channel of
the wave supercharger is only a fraction of a second. During that time, the kinetic energy of the
exhaust gas is converted to potential energy of the charge air. If the contact time is lengthened, there
may be more chemical interaction as well as physical mixing between the exhaust on one side and the
fresh air on the other. The exchange of mass between exhaust gas and inlet fresh air leads to
introducing exhaust along with the fresh air and the loss of some fresh air to the exhaust. This process
acts as exhaust gas recirculation to help reduce nitric oxide emissions.

References
Heywood, J.B., 1988. "Internal Combustion Engine Fundamentals", McGraw-Hill, New York
SAE, 1986. "Automotove Engineering Article", SAE Journal, Volume 94, No.11
Wilson, D.E., 1986. "The Design of a Low Specific Fuel Consumption Turbocompound Engine", SAE, Warrendale, PA

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