Turbocharging

Week-10
Turbocharging function and principle of operation
Design considerations
Turbocharging arrangements
Arrangement of exhaust pipes.
Exhaust manifold pressure diagram
Pressure & Pulse turbocharging; Pulse convertors
2-stage turbocharging .
Week-11
Centrifugal Compressors
Construction and operation
Compressor map and characteristics
Radial compressors
Waste-gate arrangement
Transient response of a turbocharged engine
Problems & Limitations of turbo charging
Matching of turbochargers-Principles
Turbocharger matching routine
Numerical Design problems
C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

Work Available from Ideal Exhaust Process. The energy consists of the
1.Blow-down energy after reversible adiabatic expansion from condition
1 (where the exhaust valve opens) to ambient pressure at point 2-area
1-2-3; and
2.The work done by the piston in displacing remaining exhaust gases, area
3-4-5-6 (in the case of 4-stroke engine).

Working of Turbocharger
Of the fuel energy available for an engine, about 40% is wasted in the
exhaust.
A turbocharger uses some of this waste energy to drive a turbine. The
turbine in turn runs a compressor which is mounted on a common shaft
inside a common housing.
A centrifugal compressor pulls air
through a rotating wheel at its center,
accelerating the air to a high velocity,
which flows radially outward through a
shell-shaped housing. The air velocity is
slowed after leaving the wheel, which
converts velocity energy into pressure.
This type of compressor is a high speed
device running at 80,000 to 130,000 rpm.
Since the turbocharger uses a majority of
the energy of the exhaust gases, the
sound of the exhaust is muted to a great
extent and the engine runs more silent.

Design Considerations-Operating range and characteristics

Pressure of the exhaust gas entering the turbine is only slightly higher than
atmospheric, and only a very small pressure drop is possible through the turbine.
In addition, this non-steady-state pulsed flow varies widely in kinetic energy and
enthalpy due to the velocity and temperature differences that occur during blowdown
and the following exhaust stroke.
A pseudo-steady-state flow is assumed, with

Wt m e hin hout m eC p Tin Tout

where, Wt time - averaged turbine power
e time - averaged exhaust mass flow rate h enthalpy
m
C p specific heat

T temperature

Because of the limited pressure drop through the turbine, it is necessary for it to
operate at speeds upward of 100,000 RPM to generate enough power to drive the
compressor. These high speeds, along with the high-temperature corrosive gases
within which the turbine operates, create major mechanical and lubrication design
challenges.
Turbochargers should be mounted as close as possible to the cylinder exhaust
ports so that turbine inlet pressure, temperature, and kinetic energy can be as high as
possible.
5

Operating range and characteristics..

One problem associated with turbocharging is the slow response time experienced
when the throttle is opened quickly. It takes several engine cycles before the
increased exhaust flow can accelerate the turbine rotor and give the desired pressure
boost to the inlet air-fuel mixture.

To minimize this turbo lag, lightweight ceramic rotors with small rotational
moments of inertia are used that can be accelerated quicker. Ceramic is also an ideal
material because of the high temperatures.

Gas entry temperatures are about 1000 K on diesel engines, and up to 1200 K on
spark ignition engines.

Torque output from the turbine must always balance the demand from the
compressor, whether running at constant load or accelerating. In automotive
applications, torques generally range up to not much more than about 10 Nm.

Most turbochargers currently in use on diesel engines operate at compressor

pressure ratios of the order of 2 to 2.5 : 1, though the trend is upwards.

On spark ignition engines, lower ratios are generally required because detonation
has to be avoided.

Ratios as high as about 3.5 :1 are not too difficult to achieve and manufacturers are
now looking at ratios of up to 4.5 : 1. The latter require compressor rotors of materials
stronger than aluminium alloy.
6

Turbocharger Assembly - details

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

Arrangement of exhaust pipes

In a 4-stroke engine, the exhaust valves (EV) are normally open for a period of
2400 in the 7200 of one power cycle.
The important aspect of scavenging takes place during valve overlap period.
This requires that there should be definite pressure difference between the
charging air pressure and the exhaust back pressure (when more than one
exhaust pipes are joined together for the purpose of supercharging).
Therefore, the EV must be closed at or, before a time when the pressure
inside the cylinder has equalled the pressure in the exhaust manifolds.
If the EV is closed a bit late, the exhaust pulses would reverse their direction
and enter the cylinder leading to charge dilution.
If two exhausts are joined successively in the firing order, the exhausts would
overlap considerably and, therefore, the exhaust pressure would always be
greater than the charging pressure.
The EV is generally open for a period of 2400 out of 7200; therefore,
7200/2400=3. Hence for the above reason, not more than three exhausts are
joined together so as to maintain a minimum spacing of 240 0 between
successive exhausts.
8

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

Example for 8-cylinder.

Firing order 1-3-5-7-8-6-4-2
Duration of EV opening period=2400;
Gap between successive opening of EVs in firing order = 720 0/8 = 900.
Condition-No overlap between the opening periods of the connected
exhaust pipes.
Cyl.
No`

From

To

240

90

330

180

420

270

510

360

600

450

690

540

60

630

150

1 2 3 4 5 6 7 8

Can we join three exhausts

together?
C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

10

Arrangement of
exhaust pipes
For
Various types of engines

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

11

Types of Turbocharging Processes

There are two
turbocharging.

basic

approaches:

constant

pressure

and

pulse

In his early attempts, starting in 1909 with a multi-cylinder four-stroke diesel

engine, Bchi applied the constant pressure principle, which, however, is now
used only on some large industrial engines.
Types:1.Pressure chargers
2.Pulse chargers
3.Pulse Converters
Pulse turbocharging, despite the fact that turbine efficiency is reduced by
pulsating flow, is virtually universal for automotive applications.

12

CONSTANT PRESSURE TURBOCHARGING

The exhaust from all the cylinders are made to discharge into a
common large chamber at pressure higher than atmospheric pressure.
Gases from all the cylinders expand in the exhaust valves to an
approximately constant pressure in the common manifold and pass
from here to the turbine.
Buchis early constant
pressure
turbocharging (1925)
Not efficient enough to
maintain a reasonable
boost
pressure,
but
many engine do operate
today with this system.

13

Principle of Constant pressure turbocharging - single cylinder.

The large volume of the exhaust manifold ensures constant pressure (Pp);
During exhaust process, the cylinder pressure (Pcyl) drops to almost equal Pp.
With a sufficiently high turbocharger , the inlet manifold pressure (Pm) slightly exceeds
the exhaust manifold pressure.
Thus, during valve overlap period, some fresh air flows through the cylinder.

Cylinder

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra
pressure diagram

14

Exhaust pressure diagram

Constant pressure charging..

Advantages.
1.

Because of constant pressure & temperature, the turbine runs on a specific

pressure ratio and hence better efficiency. If the turbine runs at full speed,
which is the case when the number of cylinders joined together are a
multiple of three, and turbine pressure ratio is 3:1 or, more, this method is
more efficient than the pulse method.

2.

Simple design with simple exhaust pipes.

3.

The exhaust piping is very simple for a multi-cylinder engine, therefore, a

single, highly efficient turbine can be used.

4.

When the pressure ratio of compressor and turbine are high, the recovery
of the blow down energy is very efficient. Better fuel consumption than
the pulse charging are obtained.

5.

The engine speed is not limited by the pressure waves in the exhaust pipes.

Constant pressure charging...

Disadvantages.
1.

The exhaust system becomes bulky due to the requirement

to keep pressures constant. This requires large diameter
pipe. This effect is more marked in the case of small
engines.

2.

Response is poor to sudden load changes- only a small

increase in energy in
the constant pressure pipes is
available to meet the increased
requirement of
acceleration at high loads.

3.

Scavenging is poor due to back pressure because of the

requirement of higher pressure drop across the turbine for
higher efficiencies.

4.

At part load, the efficiency of the turbine reduces due to

lower pressure and temperature of the gases entering the
turbine.

PULSE CHARGING
A disadvantage of the constant-pressure charging is that it does not fully utilize
the kinetic energy of the gases leaving the exhaust port. This flaw is corrected
here.
The actual exhaust pressure pulses are made to run the turbine.
Gases pulses are led through narrow exhaust pipes by shortest possible route
to the turbine; recovering large proportion of energy.
As soon as the exhaust valve opens, a pulse of supersonic velocity exhaust
gases are forced into the pipes; creating partial vacuum, leading to better
scavenging. At the end of the exhaust, the pressure in the exhaust pipes is
much below the cylinder pressure, further improving the process of scavenging.
Preferably, separate exhaust pipes are used so that exhaust process of various
cylinders do not interfere with each other.

Applications:Best suited for AFVs.

Leopard Mk-II (MB872
engine).
Merkava (AVDS 1790 C).
Challenger (CV12 Roles
Royce)
17

Pulse turbocharging - Principle of Operation..

The pressure-time diagram shows that, the exhaust manifold pressure is no
longer constant; as compared to the constant-pressure charging.

Constant pressure
charging

18

Pulse turbocharging - Principle of Operation...

The flow into the turbine is highly unsteady and will be atmospheric for most
of the time.
When the pressure wave arrives at the turbine entry, the turbine will tend to
accelerate and, decelerate when the pressure wave decays (due to power
absorption by the compressor).
Thus, the pulse system has increased the available energy at the turbine, but
has reduced the efficiency of its conversion into compressor work.
For this system to
work efficiently, the
unsteadiness of the
flow at the turbine
entry
must
be
reduced.

19

Pulse turbocharging - Principle of Operation....

To reduce the flow unsteadiness, narrow exhaust pipes from many cylinders
are connected to a common turbine.
The pulses from additional cylinders help fill in the voids in the pressure
diagram (Pp).

20

Pulse charging...
Advantages
1. Recovery of exhaust blow down energy is quite high
except, in case
of highly supercharged engines with
one/two cylinders per turbine inlet.
2.Response to sudden loading is better due to rapid
acceleration of the turbocharger because of recovery of
very large amount of blow down energy in a short time.
3.Smaller space required due to short & small diameter
pipes.
4.Better scavenging at part loads due to partial vacuum
and reduced pressure in the exhaust pipes.

21

Pulse charging...
Disadvantages
1.The recovery of the blow down energy is poor if the
pressure ratio of the turbine is high. This is due to
higher throttling losses occurring across the valves
because of very low pressure in the exhaust pipes
between each exhaust cycle.
2.Complicated inlet & exhaust pipe arrangements
needed for large number of cylinders.
3.Poor turbine efficiency due to intermittent gas supply.
4.The scavenging process is disturbed if the exhaust
pulses tale too long to travel upto the turbine.

22

PULSE CONVERTER
Pulse turbocharging has been found to be superior to pressure system on
the majority of today's diesel engines.
Generally it is used on all but highly rated engines designed for constant
speed or, loads or, marine applications.
Pulse turbocharging is usually most effective when groups of three cylinders
are connected to a turbine entry.
However, when only one or, two cylinders are connected, the average
turbine efficiency and expansion ratio tend to fall due to the wide spacing of
the exhaust pulses.
The Pulse Convertor has been developed to overcome some of these
disadvantages on certain engines as a compromise between the pulse and
constant pressure system.

23

PULSE CONVERTER
VENTURI JUNCTION
Pulse converter Increases speed of
Gases for better Scavenging

CONSTANT
PRESSURE
TURBINE

VENTURI JUNCTION BOX

( Maintains constant pressure

Combines advantages of both; pulse and pressure charging.

Turbocharger turbine is a constant pressure machine and requires steady
flow Conditions for maximum efficiency (Pulse charging provides partial
admission Operation).
However at low level of available exhaust energy especially at part load,
pulse charging required for efficient utilization of energy and better
scavenging.
24

PULSE CONVERTER

25

Compound Engines
When turbine is not running at its optimum speed due to part load therefore,
producing less quantity of exhaust gases, the compressor does not give the
desired boost of air delivery. In fact then, it acts as a liability.
To overcome this problem, the turbine is so coupled to the engine through
appropriate gearing, the deficient power to run the turbine is provided from
the engine crank shaft; similar in principle, to a conventional mechanical
supercharger. This raises the boost pressure and hence the power output at
low speed.
A free wheeling device may be used to engage or, disengage the drive from
the engine to the turbine.
Attractive power output and torque characteristics; but, not commercially
successful primarily due to its complexity

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

26

Gas-Generator Power Plant

The graph shows that at a pressure ratio of 7.6:1, the engine power output
alone balances the requirement of the compressor.
At this condition it is
possible to envisage an
alternative
engine,
mechanically driving a
compressor with no net
crank
shaft
power
output.
The turbine would not
be connected to the
compressor,
but
its
power o/p will be
harnessed
directly,
replacing the engine as
the power source.
The estimated Performance Curve for the Compound engine.
Turbine efficiency, t=0.8;
compressor efficiency including transmission losses, c X mech=0.75

27

Gas-Generator Power Plant

The engine and compressor combination alone would form a self-supporting
gas generator that is, generate a high energy exhaust gas flow.
The turbine converts this to useful power output.

This gives rise to the concept of free-piston engine i.e., so called because
the device which produces the useful power is piston-less i.e., the turbine.
Not commercially viable.
28

2-Stage Turbocharging
(for upto 18-25 bar bmep)
For engines requiring very high boost pressure not attainable by single stage
turbocharging.
Two turbines or, two compressors on a single shaft or, use two-stage
turbocharging.
Two turbochargers of different sizes in series
High pressure (HP) stage operating on pulse system-To avoid back pressure
and have better response
Low Pressure (LP) stages operating on constant pressure system-for better
efficiency.

29

2-Stage Turbocharging
(for upto 18-25 bar bmep)

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

30

2-Stage Turbocharging
Advantages
1.Very high boost pressure in a wide operating range at low cost by using two
standard turbochargers.
2.Better efficiency due to high boost pressure. Gain can be further improved by
employing after-charge cooler.
3.Due to wide operating range, matching is more flexible but, complex.
4.Better transient response.
5.Combines the advantages of both the constant pressure and pulse charging
systems.
Disadvantages.
1.Space requirement is more.
2.Bulky.
3.Matching is complex and problematic.
31

Compressors

Centrifugal or, axial compressors preferred over reciprocating compressors:-

1.
2.
3.
4.

To handle a relatively large volume of air.

Deliver at large boost pressure (4-6 atmosphere).
Highest possible efficiency.
Better mechanical coupling with the high speed turbine.
Centrifugal compressors

axial compressors

32

Axial or radial flow?

Axial flow turbines and compressors, although capable of operating at pressure ratios
up to about 12 :1, suffer the disadvantage that,
As size is reduced, so also is the available annular space for accommodating the
blades, and clearances between blade tips and casing become increasingly a greater
proportion of the total cross-sectional area of flow.
Consequently, manufacture to very close tolerances is necessary.
Additionally, boundary layer flow becomes increasingly significant, tending to choke the
flow increasingly as passage sizes are reduced.
Furthermore, the number of components needed is very large and, because of the
extremely high temperatures, costly materials have to be used.
Turbochargers with radial compressors and turbines are;
Much lighter, simpler, more compact and less costly.
However, as the size increases, heat transfer from the turbine rotor becomes a
problem. More significantly, it is difficult to cast satisfactorily large one-piece rotors of
materials affording high strength at elevated temperatures.

33

Centrifugal Compressors
1. Stationary
inlet
casing
(sometimes provided with an air
filter & noise reducing baffles
2. Rotating impeller
3. Stationary diffuser of the vane
less or vaned (preceded by a
vane less gap) type, and
4. The collector or, volute

34

Centrifugal Compressors

Cut-away of a centrifugal pump

Jet engine cross section

showing the centrifugal
compressor and other parts

35

Typical performance map for a

compressor without a vaned diffuser.

For simplicity, suffixes have been

omitted in Figs , but normally lines of
constant speed parameter N/T01 and
efficiency are plotted on a graph with
the co-ordinates,
P02/P01 and
mass flow parameter (T01)/P01,
where,
N is the speed of the compressor rotor
in rev/min,
is the mass flow rate, and
P and T respectively are the pressures
and temperatures that would exist in
the gases if their flows were suddenly
brought to rest under isentropic
conditions.
Suffixes 01 and 02 indicate inlet and
delivery condition in the compressor
and 03 and 04 in the turbine.
36

Compressor surge and stall

Two compressor phenomena liable to be confused are surge and stall.
Surge
Surge is initiated if the energy imparted to the gas by the compressor falls below that
needed to overcome the adverse pressure gradient between inlet and outlet: the flow
suddenly collapses, as a result of which the output pressure drops to a level at which it
can then be re-established. This process is repeated cyclically.
It is marked by a complete break-down of the continuous steady flow through the
compressor. When the flow through the compressor is less than certain limiting value, a
surge/pulsation begins and the air surges to and from through the compressor instead of
giving a steady flow in one direction.
As the flow further reduces, there is a tendency on the part of the compressor speed
to shoot up and coupled with it, the turbine speed also shoots up leading to
mechanical failure in extreme cases. The pressure ratio may also go up which is not
desirable.
These occurrences can damage the rotor seals, rotor bearings, the compressor driver
and cycle operation. Most turbomachines are designed to easily withstand occasional
surging. However, if the machine is forced to surge repeatedly for a long period of time,
or if it is poorly designed, repeated surges can result in a catastrophic failure.
Of particular interest, is that while turbomachines may be very durable, the cycles/
37
processes that they are used within can be far less robust.

Stall
Stall increases the resistance to flow, and therefore may or may not help to initiate
surge.
It occurs when the streamline flow through the compressor breaks away from
boundary layers over the surfaces of components such as the radial blades, or diffuser
walls or vanes.
Breakaway occurs when the velocity, and therefore energy, of the streamline flow
becomes inadequate either to sweep the boundary layers along with it or to maintain
the Bernoulli depression at a level high enough to hold the streamlines down on the
surface.
The latter condition can arise if the angle of attack between the flow and, for example,
a diffuser vane, increases beyond a critical level.
Stall may or may not become a cyclic phenomenon: if it does, it is termed rotating
stall.

38

Effects
Compressor axially-symmetric stalls, or compressor surges, are immediately
identifiable because
1.They produce one or more extremely loud bangs from the engine.
2.Jets of flame emanating from the engine are common during this type of compressor
stall.
3.An increased exhaust gas temperature,
4.An increase in rotor speed due to the large reduction in work done by the stalled
compressor and,
5.In the case of multi-engine aircraft -- yawing in the direction of the affected engine due
to the loss of thrust.
6.Severe stresses occur within the engine and aircraft particularly from the intense
aerodynamic buffeting within the compressor.
Response and recovery
The appropriate response to compressor stalls varies
according the engine type and situation, but usually
consists of immediately and steadily decreasing thrust
on the affected engine.
While modern engines with advanced control units
can avoid many causes of stall, jet aircraft pilots must
continue to take this into account when dropping
airspeed or increasing throttle.

Sukhoi T-50 PAK FA 39

suffering a compressor stall

The Surge-line shown in Figure is the curve that passes through the lowest flow points
of each of the speed lines. As a test map, these points would be the lowest flow points
possible to record a stable reading within the test facility/rig.

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

40

Choking
At constant speeds as the mass flow rate of the air increases, the boost pressure
decreases. This is because, if the mass flow rate is very high, the compressor chokes
with excess air.
The pressure ratio drops to unity at point C when the valve in the delivery line is fully
open and all the power is fully absorbed in overcoming the internal frictional resistance.
The speed lines of gas turbine centrifugal compressors typically exhibit choke. This is
a situation where the pressure ratio of a speed line drops rapidly (vertically) with little
or no change in flow. In most cases the reason for this is that close to Mach 1
velocities have been reached somewhere
within the impeller and/or diffuser
generating a rapid increase in losses.
Higher
pressure
ratio
turbocharger
centrifugal compressors exhibit this same
phenomenon.
Real choke phenomena is a function of
compressibility as measured by the local
Mach number within an area restriction
within the centrifugal pressure stage.
41

Operating range and characteristics.

The surge limit is shown clearly on
the left, and the limit on the right is
that set by choking of the flow.
Between the two are the loops of
constant Efficiency.
The horizontal arcs represent
constant-speed conditions.
A limitation is the onset of local
supersonic gas flows in the
compressor.
Another is that, as pressure ratio
increases, the useful range of
operation
tends
to
become
progressively narrower
Typical performance map for a compressor
without a vaned diffuser.
(pressure ratio plotted against mass flow parameter); where
N is the rotational speed of the rotor and T and P the
absolute temperature and pressure)
42

Operating range and characteristics.....

Superimposed
on
the
compressor map in Fig are
engine-operating
(air
requirement) lines at both
constant
speed
and
constant load.
At constant load the lines
rise steeply as engine
speed is increased.
The air requirement for
constant speed, on the
other hand, rises much
more slowly, because it
increases only with the rate
of increase of fuelling,
instead of with engine
speed.
43

CHARGE COOLING
Turbocharging increases the temperature, and therefore reduces the
density of the charge.
It does so in three ways.
1. By the addition of the energy of
compression.
2. Turbulence in the flow through the
compressor also adds heat, doing
so increasingly as compressor
efficiency falls off.
3. Some heat is transferred from the
turbine to the compressor.
After-cooling helps to compensate
for the consequent loss of density.
Until recently, air-to-water after-cooling was generally favoured, because of its
compactness. Now, however, the situation has changed, an example of an
outstandingly good design and a compact installation being the air-to-air
44 Fig
charge cooler on the Ford Mondeo 1.8-litre turbo diesel engine shown in

CHARGE COOLING..
Cooling the charge after compression brings the following benefits.
1.By virtue of the increase in density of the gas delivered, a higher power
output, potentially between about 20 and 25%, is obtainable.
2.Lower temperatures in the cylinders reduce the thermal loading on both the
engine and the turbine and, because friction losses are not significantly higher,
bmep is increased, and specific fuel consumption is improved by between 3
and 5% (though, because charge cooling is greatest when the mass air flow is
low, these benefits are obtained mainly at low engine speeds).
3.With a cooler charge, the output of NOx will be reduced.
4.Also, the engine operating lines at constant speed swing over to run more
nearly parallel to the surge line, and the constant load lines move away from
the surge line on the compressor map.
5.Consequently, all the operating lines tend to fall in the areas of high efficiency,
Fig. on next slide, and matching may be easier.

45

CHARGE COOLING
After-cooled
engine
running
lines
(full)
superimposed on the
running
lines
without
inter-cooling (dotted).
It can be seen that the
engine can be matched
more
easily
to
the
compressor, by moving
the after-cooled lines to
the left, mainly because
the maximum load line is
more nearly parallel to the
surge line

46

CHARGE COOLING.
ALFTERCOOLER EFFECTIVENESS

47

Limitations of turbocharger and

supercharger
1. Cost and complexity
2. Detonation
3. Space
4. Turbo lag

48

TORQUE/SPEED & RESPONSE LAG ; TURBOCHARGERS

1. Turbocharging provides most power increase at high engine speed
, resulting into an engine which does not pull well at low speed.
2. Furthermore, at light engine load the turbocharger speed drops,
and it must rise again before the engine can accept full load;
leading to a lag in responding to the sudden demands for
increased power.
3. If at the design stage smaller nozzles are fitted in the turbine
housing, the gas flow is impeded & the pressure drop increased.
So more power is taken from the gases, the turbocharger is moved
faster, giving more boost at all engine speeds.
- In the mid-speed range power may now be satisfactory,
- But at high engine speed, the engine may be over-boosted
or,
the turbocharger over-speeded to destruction.

WASTEGATE CONTROL

Waste gate control valve is

opened automatically as boost
pressure rises too high, allowing
some of the exhaust to bypass the
turbine.
This is one of the several
techniques for modifying the
intrinsic power / speed curve of
turbocharged engines to make it
more suited to automotive use.

STRESS PROBLEMS IN PRESSURE CHARGED ENGINES

1.

To achieve compactness, most MBT engines are fiercely

boosted, well beyond the usual limits of commercial
vehicles. This leads to:- Mechanical stressing within the engine, blowing it apart;
- Thermal stressing, burning/ melting it.

2.

The design of the engine must ensure,

- Better detailed design from cylinder head to cylinder
joints,
- Better layout of the internal cooling circuits,
- Better materials in valves and piston crown,
- Oil cooling of the pistons,
- Charge cooling.

3.

But, ultimately the last option open is to reduce the

compression ratio.

Design Considerations
Principles of turbocharger matching
Continuity of mass flow.
Turbine work = Compressor work.
Turbine speed = Compressor speed

3
T

Engine

52

Design Considerations
1. Continuity of mass flow.
Under steady state conditions,
m t m c m f and,
m c m e
N
. v
2
P
N
1 .Vs .z. . v
RT1
2
.Vs .z.

- - - - - - - - - - - - (1)
3
T

Engine

1
53

2. Compressor work.

T1 T0
c
T1 T0

w c m c C pc Tc

T1 T0

T0 k
m c C pc
rc 1 - - - - - - - (2)
c

1
T1 T0
c

1 T1
T0
1
c T0

1 P1

T0
c P0

1
T0 rck 1
c

3
T

Engine

1
54

3. Turbine work.

w t m c m f C pt T2 T3

T2 T3 t T2 T3

1
m c m f C pt T2t 1 k
rr

T2 T3
T2 T3

- - - - - - - (3)

T
t T2 1 3
T2

t T2 1

T
2

T3

1
tT2 1 k
rt

Engine

t T2 1

P2

P
3

n 1
n

4. Temperature after compression.

T1 T0
T1 T0

1
T1 T0 T1 T0
c

T
0
c

T1

1
T0

T0
c

P1

P0

T0 k
rc 1
c

rck 1
T1 T0 1

- - - - - (4)

Engine

5. Heat Supplied. To find T2

Qs m f .CV W Q j H

W work done; Q j Heat lost to coolant

H Rise in enthalpy of Air - fuel mixture

Taking specific values,

W Q j H
1

Qs Qs Qs
i

m f C p T2 T1
;
m f .CV

Cp

m c

1 C p T2 T1
m

3
f

i
CV
AF 1 C p T2 T1
i
CV
1 i CV - - - - - - - (5)
T2 T1
AF 1 C p
0

C pa C p g
2

; % heat lost to coolant

Engine

6. Compressor work=Turbine work

m c C pc Tc m c m f C pt Tt
Tt

m c C pc Tc

m f C pt

AF C pc

.
.Tc - - - - - - - (6)
AF 1 C pt

But, Tt T2 - T3 t T2 T3 tT2

T3
P
1
3

1 tT2 1
tT2 1 k

T2
P2
rt

equating this with eqn. 6

1
tT2 1 k
rt

rt

AF C pc

AF 1 . C .Tc
pt

C
1 AF . pc . Tc

AF

1
C

T
p
t
2
t

1
k

1
rt
1

1
k

1
AF C pc Tc
or , 1 k
.
.
AF 1 C pt tT2
rt
- - - - - - - (7)

AF C pc Tc
where,
.
.
AF 1 C pt tT2

TURBOCHARGER MATCHING ROUTINE

Given:

C pCV, ,
f, v, i, Vs, N,
, Cpc/Cpt, t, P0, T0, K, R
Compressor map ant turbine map

1.Guess P1 Therefore, rc=p1/po.

2.Guess c (70-75% for turbochargers. Then find,

4.Find Xc

m v .Vs .Z .

Xc

T
m 0
p0

k
c

T1 T0

3.Find .

r
1

N
N p
.1 v .Vs .Z . . 1
2
2 RT1
293

1.013 105

TURBOCHARGER MATCHING ROUTINE..

5. Plot rc and Xc on compressor map; find c
If cc, make a better guess and repeat. Else, proceed.
6. Find T2

T2 T1

1 i CV
AF 1 C p

7. Find and thus rt

C pc Tc
c
m
AF C pc Tc

.
.

.
.
c m
f C pt tT2
AF 1 C pt tT2 m

1
rt
1

1
k

-1
where, k
for gas

60

TURBOCHARGER MATCHING ROUTINE...

8. Find Xt

Xt

m t T2
p2

293

where, p 2 pressure after the engine

1.013 105

In fact, this is not required. From rt, we find Xt from the turbine
map.
9. Find p3

p3

T2

m
c
f
X t .rt

293

p0

10.Compare p3 with p0.

a. If p3>p0, increase p1 and repeat.
b. If p3<p0, reduce p1 and repeat.
c.

If p3p0, Matching is OK (5% variation acceptable).

61

Exercise-1
A turbocharger has the characteristic shown in the figure and is used to
turbocharge a 4-stroke diesel engine of swept volume 10.3 litres. At low speed
of 1000 rpm, the rack is fully open and fuel injection is 0.95 gram per cycle.
Estimate the boost pressure (it is thought to be about 1.7 bar) and the Air-Fuel
ratio.The following data is given:CV = 42000 kJ/kg.
Heat loss to radiation and to coolant = 23% of heat supplied.
Cpc= 1.05 kJ/kg.K
Ratio of Cp in compressor to turbine = 0.9
Turbine efficiency = 0.7
Inlet air = 1 bar, 293 K.
K ((-1)/)= 0.286;
R = 287 J/kg.K
Indicated thermal efficiency of the engine = 0.42
Volumetric efficiency = 0.9

62

Compressor Map
With superimposed with
Engine operating lines

63

Turbine Map

64

Tutorial-1
Figure shows the compressor map and the turbine characteristic (marked A)
to be used on a turbocharged 4-stroke diesel engine. The following data is
given:CV = 42000 kJ/kg.
Heat loss to radiation and to coolant = 23% of heat supplied.
Cpc= 1.05 kJ/kg.K
Ratio of Cp in turbine to compressor = 0.9
Turbine efficiency = 0.7
Inlet air = 1 bar, 293 K.
K ((-1)/)= 0.286;
R = 287 J/kg.K
Indicated thermal efficiency of the engine = 0.42
Volumetric efficiency = 0.9
Swept volume = 10.3 litre = .0103 m3.
Fuel injected per cycle = 0.952 g at full rack.
=0.714 g at rack
=0.476 g at rack
=0.238 g at rack
Calculate the matching conditions at full, , 1/2 and rack and at speeds
2100, 1500, and at 1000 rpm.
65

Compressor Map
With superimposed with
Engine operating lines

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

66

Turbine Map

67

Tutorial-2
A 4-stroke 12-cylinder diesel engine with bore = 7.2 cm, stroke = 9.4 cm and
operates at 2500 rpm. The Volumetric efficiency = 1.18 and inlet conditions are
1 bar, 293 K. The compressor map and the turbine (curve-B) characteristic are
shown in the figure. A waste gate is fitted to limit the boost pressure to 2.4 bar.
Indicated thermal efficiency of the engine is 0.44, Heat loss to radiation and to
coolant = 22% of fuel energy.
CV = 42500 kJ/kg;
Turbine efficiency = 0.72
Cpa = 1.01 kJ/kg.K;
Cpg = 1.21 kJ/kg.K;
a=1.4; g=1.3
R = 287 J/kg.K
Exhaust gas pressure (p2) = 2 bar
Engine fuel supply rate= 0.6 kg/min
Show that Pressure of the exhaust gases (p2) is 2 bar.
Determine the waste gate flow rate, air-fuel ratio and the brake mean effective
pressure. Take friction mean effective pressure=1.8 bar

68

Compressor
Map

C-5-W-10-11-Turbocharging - Prof
(Col) GC Mishra

69

Turbine Map

70

End of the topic.

QUESTIONS?

CONCLUSION

THANK YOU
71