ADVANCEMENT IN AUTOMOBILE ENGINEERING TWIN TURBO TECHNOLOGY

Submitted by: M.ASHOK e-mail: ashokmech.samy@gmail.com K.VENKATESHWARAN e-mail: waranvenkatesh@ymail.com Dr. SIVANTHI ADITANAR COLLEGE OF ENGINNERING

TWIN TURBO TECHNOLOGY ABSTRACT

The automobile industry has seen a very rapid growth in the past decade, this is followed by the evolution from ordinary inline cylinder engines to high performance V-type engines, etc., but the parameters which take the center stage of the competition are efficiency, power, and environmental safety. One technology that is going to be the heart of the future diesel cars is TWIN TURBO technology. The basic principle is derived from the old familiar turbo mechanism. This uses the exhaust from the engine to pressurize the inlet air, thereby providing more oxygen to flow through the combustion chamber, to burn the fuel more efficiently and thus increasing the power output. Unlike the Bi-Turbo mechanism, this Twin Turbo is a combination of two turbo chargers mounted serially rather than in parallel. This configuration offers the car a whopping 112 BHP per litre (1000cc) of engine capacity, which is a world record. And it produces a maximum torque of 400Nm at 1400 RPM. Even though the car delivers a much higher power than its counterparts, it still maintains the conventional 16.5 KMpL as mileage. The environmental safety standard is the major consideration today; this technology is EURO V ready. The only car in India, which has this facility, is Hyundai i20. This technology if properly adopted by the automobile industry could provide a major breakthrough in the Indian commercial car manufacturing.

TURBO CHARGER
A turbocharger, often called a turbo, is a small radial fan pump driven by the energy of the exhaust flow of an engine. A turbocharger consists of a turbine and a compressor on a shared axle. The turbine inlet receives exhaust gases from the engine causing the turbine wheel to rotate. This rotation drives the compressor, compressing ambient air and delivering it to the air intake manifold of the engine at higher pressure, resulting in a greater mass of air entering each cylinder. In some instances, compressed air is routed through an intercooler before introduction to the intake manifold. The objective of a turbocharger is the same as a supercharger; to improve upon the size-to-output efficiency of an engine by solving one of its cardinal limitations. A naturally aspirated automobile engine uses only the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder through the intake valves. Because the pressure in the atmosphere is no more than 1 bar (approximately 14.7 psi), there ultimately will be a limit to the pressure difference across the intake valves and thus the amount of airflow entering the combustion chamber. This ability to fill the cylinder with air is its volumetric efficiency. Because the turbocharger increases the pressure at the point where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The additional oxygen makes it possible to add more fuel, increasing the power and torque output of the engine.

Because the pressure in the cylinder must not go too high to avoid detonation and physical damage, controlling the rotational speed of the turbocharger must control the intake pressure. The control function is performed by a waste gate, which routes some of the exhaust flow away from the exhaust turbine. This controls shaft speed and regulates air pressure in the intake manifold. From the rotating output energy of the engine's crankshaft as opposed to normally exhausted gas from the engine. Superchargers use output energy from an engine to achieve a net gain, which must be provided from some of the engine's total output. Turbochargers, on the other hand, convert some of the piston engine's exhaust into useful work. This energy would otherwise be wasted out the exhaust. This means that a turbocharger is a more efficient use of the heat energy obtained from the fuel than a supercharger.

TYPES OF TURBO-CHARGER
One way to achieve speed and amazing performance is through the turbocharger. You also have to make a choice between a single turbo and a twin turbo, that is, if you want a taste of power. A turbocharger is practically a turbine that is fuel-driven. Its basically compresses the air that comes into it in order to increase the power and the torque in the engine. Compressing air and increasing density need more atoms of air and fuel into the engine. Increasing the air density means

harvesting more oxygen for the burn. The energy that results will drive the piston that will bring forth the compressed air. There are cars that have a twin turbo engine. Twin setup refers to an engine that runs two turbochargers to handle the compression. Let us discuss some of the differences between the two. Twin Turbo, produce power faster using 4 cylinders each turbocharger for the spooling. There are fewer lags in this setup. Boosts are achieved at lower RPMs. Ideal for everyday driving on the streets. Twin turbochargers are best for V-type of engines. Smoother operation of the engine. Two smaller turbochargers are cheaper than a large one.

SINGLE TURBO CHARGER

Single Turbo, a single turbo requires all 8 cylinders in order to build some boost, produces good results for drag racing, which needs extremely high power, single turbo engines are easier to set up. There are super large single setups that can support up to 1500BHP, can create real power but there is that unwanted lag. Some problems may occur in the setup but they are easier to fix and less expensive too. Doesn't take up much space in the car. Better cooling, higher boost can be achieved, there is considerable lagging and easier to plumb since there is no need for cross-plumbing of the exhaust

OPERATION OF TWIN-TURBO CHARGER

Twin-Turbo Revolutionizes Diesel Engine Technology

The revolutionary twin-turbo technology, the next big step forward in the development of modern diesel engines for passenger cars. For the first time, Opel engineers have succeeded in applying two-stage turbo charging to a compression-ignition engine that is suitable for everyday driving. The car developed using the Twin-Turbo mechanism coupled with a 1.9-liter CDTI engine, which produces 156 kW (212 hp). The specific power output of 112 hp per liter displacement is a world record for turbo-diesel powered passenger cars. The 1.9 CDTI twin-turbo unit starts to deliver its maximum torque of 400 Nm at only 1400 RPM, but a similar diesel car of same engine capacity manufactured in Indian produces a torque of 314 Nm @ 2125 RPM. The car with the Twin-turbo mechanism complies with Euro 4 exhaust emission standards, which is not matched by most of the cars in the world. The car employing this technology uses only 6.0 liters of diesel fuel per 100 kilometers (i.e. 16.5 kilometer per litre of diesel), which is almost similar to its counterparts. Thus, the car with the Twin-Turbo mechanism gives more power, more torque, better mileage, and a comprehensive pollution free engine than its rivals. The heart of the twin-turbo technology is forced aspiration of the diesel engine through two exhaust-driven turbochargers, which unlike "biturbo" systems operate in series rather than in parallel. The secret behind "twin-turbo" is the clever two-stage forced aspiration principle.

ENGINE SPEED BELOW 1800 RPM:

By using a small high-pressure turbocharger for the first stage, the engine responds readily to the gas pedal at lower speeds without suffering from "turbo lag". Up to 1800 rpm this high-pressure turbocharger works alone and compresses the intake air at up to 3.2 bar boost pressure. Fig: 1 twin turbo configuration below 1800 rpm

ENGINE SPEED BETWEEN 1800 - 3000 RPM:

Between 1800 and 3000 rpm, a larger low pressure turbocharger joins in - both turbines run together in this engine speed range. Fig: 2-twin turbo configuration for engine speed between 1800 3000 rpm

After the completion of the power stroke the exhaust from the four cylinders will be allowed to trace a single path to the turbo charger. There are two stages of turbo charger are present at the path of the exhaust. Now the exhaust from the cylinder will drive the first turbo charger and come to the second. This will leads to the working of the second stage turbo charger it affects in the intake air. This intake air which is needed for the combustion is sucked in and goes to the first stage turbo charger which will pressurized the air and goes to the cylinders.

ENGINE SPEED ABOVE 3000 RPM:

Above 3000 rpm, only the larger turbocharger continues to deliver charge air to the cylinders. The complex control of both chargers

is via a valve in the engine's exhaust system, controlled by engine speed and load. Fig3: twin turbo configuration for engine speed above 3000 rpm

After the completion of the power stroke the exhaust from the four cylinders will be allowed to trace a single path to the turbo charger. There are two stages of turbo charger are present at the path of the exhaust. Now the exhaust from the cylinder will drive the first turbo charger and come to the second. This will leads to the working of the second stage turbo charger it affects in the intake air. This intake air which is needed for the combustion is sucked in and goes to the first stage turbo charger which will pressurized the air and goes to the cylinders.

POTENTIAL OF THE TWIN TURBO-CHARGER

The enormous potential of a twin-turbo engine can be seen from the mean effective pressure values it achieves. Whereas traditional turbo-diesels have a mean effective pressure of 17 to 19 bars, the 1.9-litre twin-turbo reaches 26 bar. The mean effective pressure of an engine is average working pressure acting on the pistons during the combustion process - the higher the value, the higher the power output. For the twin-turbo principle to be applied successfully, the engine block must be particularly robust and capable of withstanding the enormous pressures, even after the vehicle has covered a high mileage. EFFICIENCY: 212 hp from 1.9-liter engine with fuel consumption of only 6.0 l/100 km Depending on the development objective, the twin-turbo can be designed either for high performance or for maximum efficiency in its consumption of fuel. Compared with a naturally aspirated diesel engine, power outputs can be raised by up to 50 percent without increasing fuel consumption. Alternatively, consumption can be reduced by as much as a quarter without loss of power. This high-tech engine delivers a peak power output of 156 kW (212 hp) from just 1.9 liters displacement. Two-stage turbo charging combined with the latest common-rail fuel supply; variable multi stage fuel injection and twin charge-air intercoolers provide the increase in power and the maximum torque of 400 Nm, which is available over a wide enginespeed range from 1400 to 3600 rpm. With this engine the Vectra OPC accelerates from 0 to 100 in 6.5 seconds; the top speed is an electronically

regulated 250 km/h. At 6.0 liters per 100 km in the European test cycle, fuel consumption is at the same low level as the production 1.9 CDTI units, and like these the twin-turbo engine can be fitted with a maintenance-free diesel particulate filter (DPF) that works without additives.

THE PAST AND THE FUTURE

After the revolution of the two-stage turbo-charger, there are two ways in which the turbo-charger can be mounted. They are parallel and sequential.

PARALLEL
Some engines, such as V-type engines, utilize two identically sized but smaller turbo, each fed by a separate set of exhaust streams from the engine. The two smaller turbo produce the same (or more) aggregate amount of boost as a larger single turbo. Such an arrangement of turbo is typically referred to as a parallel twin-turbo system.

SEQUENTIAL
Some carmakers combat lag by using two small turbo (such as Nissan, Toyota, Subaru, Maserati, Mazda, and Audi). A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher RPM. Early designs would have one turbocharger active up to a certain RPM, after which both turbochargers are active. Below this RPM, both exhaust and air inlet of the secondary turbo is closed. Being individually smaller they do not suffer from excessive lag and having the

second turbo operating at a higher RPM range allows it to get to full rotational speed before it is required. Such combinations are referred to as a sequential twin-turbo. Sequential twin-turbo are usually much more complicated than a single or parallel twin-turbo systems because they require what amounts to three sets of pipes-intake and waste gate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases.

APPLICATION
Supercharger + Turbo: Volkswagen Twin charger
Everybody knows mechanical superchargers are good for low-end output but short of efficiency at high rev, while exhaust turbochargers works strongly at high rev but reluctantly at low rev. For decades engineers dreamed of combining supercharger and turbocharger together. This was tried once in history the 1985 Lancia Delta S4 rally car. The car was successful in motor racing, but the technology never extended to production. In 2005, Volkswagen finally introduced a production unit to its Golf 1.4 TSI. Called "Twin charger" system, it is actually developed by supercharger maker Eaton. It connects a supercharger and a turbocharger in series. At low rev, the supercharger provides most of the boost pressure. The pressure it built up also speeds up the turbocharger so that the latter can run into operating range more quickly.

At 1500 rpm, both chargers contribute about the same boost pressure, with a total of 2.5 bar. (If the turbocharger works alone, it can only provide 1.3 bar at the same rev.) The higher the rev, the less efficient the Root-type supercharger becomes (due to its extra friction). Therefore a by-pass valve depressurizes the supercharger gradually.

By 3500 rpm, the turbocharger can contribute all the boost pressure, thus the supercharger can be disconnected by an electromagnetic clutch to prevent from eating energy. In the 1.4-litre Golf, the Twin charger system produces 170 horsepower and 177 lbft of torque. That's equivalent to a 2.3-litre normally aspirated engine but it consumes 20% less fuel.

CONCLUSION:
From this paper it is clear that the vehicle, which use this advanced technology, has proved to be more efficient and more powerful. So lets hope that the recent automobile will use this technology and gets modernized.