Variable Geometry Turbocharger

Submitted by :-
Vaibhav Ghule
Shriraj Deshmukh
Tanmay Burke
Aditya Deshpande
Under The Guidance of
Prof.Vilhekar R.R.
 Content
o Introduction
o Turbocharging
o History
o Problems with simple turbocharging
o Working of VGT
o Benefits
o Conclusion
o References
 Introduction

 Variable-geometry turbochargers (VGTS) also known as variable nozzle turbines/VNTS),

are a family of turbochargers

 Designed to allow the effective aspect ratio (A:R) of the turbo to be altered as conditions
change

 It produces variations in the flow of inlet air mass by geometry change of inlet conditions
of turbine blades according to requirement.
 Turbocharger

A turbocharger consist of four part

a) Turbine

b) Compressor

c) Common axle

d) Sub assemblies

e) Air cooler
 HISTORY

 1927: Swiss engineer Alfred Buchi is granted the first Patent for exhaust driven
Turbo-Supercharging or Turbocharger.
 1952: Garrett (Honeywell) & Schwitzer (BorgWarner) begin Turbocharger for
Caterpillar & Mack Truck. production 1962: First Passenger Car Turbo
application, General Motors Corvair is introduced
 1980: BorgWarner and IHI Japan form 50/50 Joint Venture, Warner-Ishi.
 1999: Kuhlman Corporation, parent of Schwitzer is purchasedby BorgWarner and
 2008: Bosch-Mahle & Continental Turbo Systems Begin Development.
 Problems with simple Turbochargers

 Difference in the optimum aspect ratio of nozzle at different.

 running conditions.
 Low boost at slow running conditions.
 Choking at high speed.
 Variation in the inlet air mass according to engine performance.
 Starting lag.
 WORKING

 The turbine inlet receives exhaust gases from the engine exhaust manifold

 causing the turbine wheel to rotate

 This rotation drives the compressor, compressing ambient air After it delivers it to the air
intake manifold of the engine at higher pressure,

 resulting in a greater amount of the air and fuel entering the cylinder
 Benefits

 No throttling loss of the waste gate valve

 Higher air-fuel ratio and higher peak torque at low engine speeds
 Improved vehicle accelerations without the need to resort to turbines with high
 pumping loss at high engine speeds
 Potential for lower engine AP (the difference between exhaust manifold and
intake manifold pressures)
 Control over engine AP that can be used to drive EGR flow in diesel engines
with
 Conclusion

 An VGT is designed to position the nozzle to attain the optimum air mass flow inside the engine
and improving the break specific fuel consumption.
 An VGT, under low running speed, provides closing of vane blades to allow more impact of
exhaust gases on it improving intake air mass..
 Designing of the compressor and turbine include the study of there design parameter on the
maps which allow us to decide standards for the components.
 Pumping losses, pressure energy loss, engine noise and heat energy loss is recovered by VGT.
These problems commonly occur on vehicle with conventional turbocharging system or in case
of no turbocharging.
 If there occurs VGT failure, the system will revert to normal turbocharging operation. Normally
the ECU unit will turn on the light in case of any fault.
 Research Papers

1. Dinescu, D.C., Tazerout, M., 2010. “Mean Value Modeling Of A Variable Nozzle Turbocharger (VNT)”,
U.P.B. Sci. Bull., Series D, 72(1), http://www.scientificbulletin.upb.ro/rev_docs/arhiva/full7406.pdf
2. Egli, H., 1958. “Turbosupercharger”, US Patent 2,860,827 (Garrett),
http://www.google.com/patents/US2860827
3. Adam J.Feneleya , Apostolos Pesiridisa, Amin Mahmoudzadeh Andwariab.,2016. "Variable Geometry
Turbocharger Technologies for Exhaust Energy Recovery and Boosting" ‐A Review.
https://www.sciencedirect.com/science/article/pii/S1364032116311807
4. T. Veltman,Variable geometry turbochargers,Stanford University,USA (2010)
http://large.stanford.edu/courses/2010/ph240/veltman1/
5. P. Franklin,Performance development of the Holset variable geometry turbocharger,
SAE Tech Pap Ser (1989) https://www.jstor.org/stable/44581017