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Thermodynamics of Turbochargers
c2
Tt Ts Tdyn Ts 2:1
2cp
where
ps is the static pressure;
= cp/cv is the isentropic exponent of gas;
M is the Mach number of gas (M = c/a), a is the sound velocity
The specic total enthalpy ht results from the sum of the gas specic enthalpy
and specic kinetic energy of gas.
c2
ht h 2:3
2
where the gas specic enthalpy h (enthalpy per mass unit, J/kg) is dened as
hT cp T T0 hT0
p 2:4a
uT uT Rg T
q
within is the gas density; T0 is the reference temperature (K); u is the specic
internal energy; Rg is the gas constant; h(T0) 0 at T0 = 0 K (= 273.14 C).
The specic internal energy u is dened as
uT uT0 cv T T0 cv DT 2:4b
where u(T0) 0 at T0 = 0 K.
Thus, u(T) = cvT; h(T) = cpT; T in K.
p2t
p2 hs ,tt T2st T1t
h C = =
h12,tt T2 t T1t
2t
c2
2 2
2st p1 diffuser
2s h12,tt
hs,tt p1t 1
1t
c 1 1
The totaltotal isentropic efciency is generally used in the compressor since the
kinetic energy of gas in the state 2 could be transformed into the pressure energy in
the diffuser. The process increases the charge-air pressure.
Using thermodynamic equations for the isentropic process, the compressor
efciency is written in terms of the total pressures and temperatures at the inlet and
outlet of the compressor, and the isentropic exponent of the charge air a 1.4.
j1
j
p2t
1
a
p1t
gC 2:6
T2t
T1t 1
p3
h aT h T T3t
T = = 34,tt = 4t
hs ,ts hs ,ts T4s T3t
c 3
p3t
3t p4
3
3
p4t aT = h34,tt VTG
4t
hs,ts
c4 4
4
4s
The total-static isentropic efciency of the turbine stage (further called turbine)
consisting of the turbine wheel and variable turbine geometry (VTG) or waste gate
(WG) is dened as [1, 3]
The total-static isentropic efciency is normally used in the turbine since the kinetic
energy of the exhaust gas in the state 4 does not generate any additional power for
the turbine.
Applying thermodynamic equations to the isentropic process, the turbine ef-
ciency is expressed in terms of the total pressure and temperature at the turbine inlet
and outlet and the isentropic exponent of the exhaust gas g 1.32.
1 TT4t3t
gT j1 2:8
j g
1 pp4s3t
The turbine efciency is determined by measuring the total pressure and temper-
ature at the turbine inlet and outlet according to Eq. (2.8). The maximum total-static
isentropic efciency of the turbine T is normally between 65 and 70 % at the
design point of the turbine performance map [57].
The turbocharger consists of the turbine, compressor, and core unit (CHRA: center
housing and rotating assembly) including the rotor and bearing system. Both tur-
bine and compressor wheels are xed in the rotor shaft that is supported on the
bearing system of the radial and thrust bearings. The rotating shaft including the
compressor wheel, turbine wheel, thrust rings, radial bearings, and seal rings is
called the rotor of the turbocharger.
Due to expanding the exhaust gas of the engine in the turbine, it generates the
turbine power that depends on the mass flow rate of the exhaust gas through the
turbine and the isentropic enthalpy drop in the turbine. The effective turbine power
results as
PT gT m_ T jDhsT j 2:9
The isentropic enthalpy drop in the turbine stage is calculated using thermodynamic
equations.
2.3 Turbocharger Equations 25
" j1 #
p4 j g
jDhsT j cp;g T3 1 2:10
p3
Inserting Eq. (2.10) into Eq. (2.9), one obtains the effective turbine power in
function of the mass flow rate, inlet temperature, and pressure ratio of the turbine.
" j1 #
p4 j g
PT gT PT;ideal gT m_ T cp;g T3 1 2:11
p3
Due to the friction loss in the bearing system, the required compressor power results
from the effective turbine power and mechanical efciency m.
" j1 #
p4 j g
PC gm PT gm gT m_ T cp;g T3 1 2:12
p3
PC;ideal m_ C DhsC
PC 2:13
gC gC
Substituting Eqs. (2.12 and 2.14), one obtains the pressure ratio of compressor
C in the rst turbocharger equation.
" j1 j g
#!j1
j
a
p2 cp;g m_ T T3 p3
pC 1 g 1
p1 cp;a m_ C T1 TC p4
2:15
j1
j
a
cp;g m_ T T3 j1
j g
1 gTC 1 pT
cp;a m_ C T1
26 2 Thermodynamics of Turbochargers
gTC gm gT gC 2:16
To achieve the high boost pressure of the charge air p2, the compressor pressure
ratio C could be improved according to Eq. (2.15) if
the overall turbocharger efciency TC is high, especially a high mechanical
efciency of the bearing system in low-end torque;
the exhaust gas temperature T3 is high due to the large enthalpy. Hence, more
turbine power is generated;
the turbine pressure ratio T (turbine expansion ratio) is as high as possible;
the inlet air temperature T1 is as low as possible; therefore, the charge-air
temperature T2 is low leading to a high density of the charge air;
the exhaust gas pressure p3 is chosen at an optimal pressure in order to com-
promise between the turbine power and specic fuel consumption;
the exhaust gas mass flow rate in the turbine should be large.
The rst turbocharger Eq. (2.15) shows the behavior of the pressure ratio C ( p2/p1)
of the compressor versus the pressure ratio T ( p3/p4) of the turbine. In fact,
the dimensionless term in the angle brackets < > of Eq. (2.15) does not change so
much along the full load curve in the compressor performance map. Therefore, the
behavior of the pressure ratios of turbine and compressor can be displayed at
various dimensionless parameters in Fig. 2.3.
The exhaust gas flow in the turbine can be considered as a compressible flow in a
nozzle in which the inlet and outlet pressures are p3 and p4, respectively. Based on
the flow equation for compressible fluids in the nozzle, the second turbocharger
equation describes the mass flow rate through the turbine in function of the pres-
sure, temperature at the turbine inlet, and the turbine expansion ratio.
sv
u
2 j1 !
2 t j u p3t jg p3t j g
m_ T lAT p3t 2:17
Rg T3t j1 g p4 p4
where is the flow coefcient due friction and flow contraction at the nozzle outlet,
AT is the throttle cross-sectional area in the turbine wheel.
To eliminate the influences of p3t and T3t on the mass flow rate in the turbine
shown in Eq. (2.17), the so-called corrected mass flow rate is dened as
p
m_ T T3t
m_ T;cor f pT;ts
p3t
svu
2 j1 ! 2:18
2t j
u p3t jg p3t j g
lAT
Rg j1 g p4 p4
Equation (2.18) indicates that the corrected mass flow rate of the turbine is inde-
pendent of the inlet condition of the exhaust gas of p3t and T3t. It depends only on
the turbine expansion ratio T,ts.
The performance map of the turbine displays the corrected mass flow rate over
the turbine expansion ratio T,ts at various rotor speeds in Fig. 2.4. From a turbine
pressure ratio of approximately 3, the mass flow rate has no longer increased, even
at higher rotor speeds. In this case, the flow in the turbine becomes a choked flow in
which the exhaust gas speed at the throttle area reaches the sonic speed with Mach
number M = 1. As a result, the exhaust gas mass flow rate through the turbine
corresponding to the nominal engine power must be smaller than the mass flow rate
mT ,cor
mT ,choke
Nmax
N2
N1
p3t
0 T ,ts
1.0 3.0 p4
at choke. Note that the isentropic turbine efciency at the choked flow is extremely
low (T < 60 %). This low efciency is unusable in the automotive turbochargers.
The mechanical efciency of turbocharger induced by the bearing friction results
from Eq. (2.12).
PC m_ C cp;a T2 T1
gm j1 2:19
PT j g
gC gT m_ T cp;g T3 1 p3 p4
Using Eqs. (2.14 and 2.19), the efciency product of the mechanical and turbine
efciencies is written as
j1
p 2 j a
m_ C cp;a T1 p1 1
gm gT j1 2:20
j g
gC m_ T cp;g T3 1 p3
p4
The efciency mT described in Eq. (2.20) is a key part in the overall efciency of
the turbocharger. It is determined by measuring the thermodynamic characteristics
in Eq. (2.20), such as the mass flow rates in the compressor and turbine, temper-
atures T1 and T3, compressor efciency C, pressures at the compressor inlet and
outlet p1 and p2, and as well as pressures at the turbine inlet and outlet p3 and p4.
Figure 2.5 displays the efciency mT versus pressure ratio of turbine T,ts at
various rotor speeds.
mT
0.7
NTC
NTC,min
NTC,max
p3t
T ,ts =
1.0 T p4
Fig. 2.5 Efciency mT versus T,ts at various rotor speeds NTC
2.3 Turbocharger Equations 29
VTG position:
mT 1: min-flow (0%)
2: partly open (30%)
3: partly open (70%)
4 4: fully open (100%)
3 2
1
3
2
4
p3t
T ,ts =
1.0 T p4
p2 t
C ,tt =
p1t
rotor speed N
3
full load curve
T2 TDP
T1
75%
Pnom
70%
2 Nmax
67%
65% Nk choke line
C =60%
N1 N2
1
0 mC T1t
mchoke mC ,cor =
p1t
0 90 t
gm PT PC Ip h X 2:21
PfB
gm 1 2:22
PT
X gm PT PC PT PfB PC
NTC 2:23
2p 2p Ip h 2p Ip h
Integrating with time the angular acceleration within the response time 90, one
obtains the average angular rotor velocity in LET
Zs90
X90 htdt hs90 2:24
0
where
h is the average angular acceleration within the response time.
32 2 Thermodynamics of Turbochargers
Substituting Eq. (2.24) into Eq. (2.21) and eliminating the average angular
acceleration, the response time of the turbocharger results in
where
Ip is the polar mass inertia moment of the rotor;
PT is the effective turbine power;
PC is the effective compressor power;
m is the mechanical efciency of the bearings.
Ip Ip;TW / mD2
2:26
/ qD5
To reduce the inertia moment of the turbine wheel, there are some possibilities as
follows:
The turbine wheel should be as light as possible, such as using light titanium
aluminide TiAl6V4 ( = 4.45 g/cm3) instead of heavy Inconel 713C ( = 7.91 g/
cm3);
The turbine wheel is scalloped at the back face to reduce its mass. However, the
turbine efciency could be reduced by 23 % due to the unsuitable aerodynamic
flow at the scalloped back face leading to a reduction of the effective turbine
power according to Eq. (2.11);
The inflow diameter D of the turbine wheel should be reduced in order to
decrease the polar inertia moment and to increase the turbine efciency at low
rotor speeds leading to the increase of the effective turbine power. However, the
small turbine wheel has some negative effects, such as low turbine efciency at
high rotor speeds and small mass flow rate. As a result, the nominal turbine
power is reduced.
(2) The mechanical efciency m should be increased using airfoil bearings, magnetic
bearings, rolling-element bearings, or rotating floating ring bearings with two oil
2.4 Response Time of Turbochargers 33
lms. Generally, the rolling-element bearings generate less friction power, especially
in LET. Contrary to the ball bearings, oil-lm bearings induce a little more friction
power in LET since the oil viscosity in the bearing is high at low rotor speeds.
In fact, the ratio of the bearing friction to turbine power is relatively high in LET
due to the small effective turbine power and high bearing friction. However, the
discrepancy between the friction coefcients of the rolling element and rotating
floating ring bearings is negligibly small at high rotor speeds. Note that the rolling-
element bearings cost about 10 times of the oil-lm bearings. Therefore, it is
recommended to carefully decide which material of the turbine wheel should be
used, the suitable inflow diameter of the turbine wheel, either scalloped or un-
scalloped turbine wheel. Furthermore, which bearing system should be used in the
turbochargers in compromise between the transient response and cost of the
bearings?
Thus, the charge-air temperature in case of using air intercoolers drops with
DT2 T2 T2
2:28
ec Tc T2 \0
34 2 Thermodynamics of Turbochargers
1.0
C
0.5
N TC
1 1
0 p3
m T 1
T =
mC ,cor = C 1t ( T ) p4
(mC , C ) p1t
Turbine performance map
mT T3t
mT ,cor =
p3 t 100% VTG
0% VTG
Engine characteristics
NTC
(Pe, Vcyl, N, nR,)
0
p3
1 T =
p4
coolant
Tc engine
compressor
intercooler
p c
T1 , p1 , 1 T2 , p2 , 2 T2* , p2* , 2*
Therefore, the charge-air density rises from 2 to 2 at a small pressure drop in the
intercooler. Using the state equation of a perfect gas, the charge-air density is
calculated as
2.5 Turbocharger Matching 35
p2 p2 Dpc
q2 [ q2 2:29
Ra T2 Ra T2
where the charge-air density 2* is given by the engine requirement and a 1.4 is
the isentropic exponent of the charge air.
The charge-air density 2* is determined by iteratively solving Eq. (2.30) under
the given boundary conditions for the engine, compressor, and intercooler.
(2) The operating point of the turbocharger is located in the compressor per-
formance map (Fig. 2.9, top left) at the given mass flow rate and compression ratio
of the charge air that have been computed in the step 1. The value in the diagram
of the rst turbocharger equation involves the mass flow rates of the charge air and
exhaust gas, the temperatures of the exhaust gas and intake air, and the turbocharger
efciency. It results from the operating condition of the engine and the guessed/
measured efciency of the turbocharger.
(3) From the given compression ratio C and value , the expansion ratio T of
the turbine corresponding to the operating point is determined in the diagram of the
rst turbocharger equation (Fig. 2.9, top right).
(4) Both mass flow rate and expansion ratio of the turbine given in the steps 2
and 3 are used to determine the operating point of the turbocharger in the turbine
performance map (Fig. 2.9, bottom right).
The operating point gives the corresponding VTG angular position of 75 %
VTG. Note that the mass flow rate of the exhaust gas that is identical with the mass
flow rate of the VTG turbine, equals the mass flow rates of the charge air and
injected fuel in the cylinders based on the airfuel ratio AFR dened in Eq. (1.2).
Therefore, the mass flow rate of the exhaust gas is written as
AFR 1
m_ T m_ a m_ f m_ a 2:31
AFR
efciencies of the compressor and turbine, efciency of the air intercooler, etc., are
converged. Furthermore, the computed values could be rematched with the mea-
sured efciencies as soon as they are available.
References