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2.61 Internal Combustion Engines

Spring 2008

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Engine Turbo/Super Charging

 Super and Turbo-charging

Why super/ turbo-charging?

Fuel burned per cycle in an IC engine is air limited
(F/A)stoich = 1/14.6
f,v fuel conversion and volumetric
f m f QHV efficiencies

Torq =
mf fuel mass per cycle
QHV fuel heating value
2nR nR 1 for 2-stroke, 2 for 4-stroke engine
N revolution per second
Power = Torq 2N VD engine displacement
a,0 air density

( )
m f = F V a,0 VD
A

Super/turbo-charging: increase air density

 Super- and Turbo- Charging

Purpose: To increase the charge density

Supercharge: compressor powered by engine output
No turbo-lag
Does not impact exhaust treatment
Fuel consumption penalty
Turbo-charge: compressor powered by exhaust turbine

Uses wasted exhaust energy

Turbo- lag problem
Affects exhaust treatment
Intercooler
Increase charge density (hence output power) by cooling the
charge

Lowers NOx emissions

 Exhaust-gas turbocharger for trucks

Charge-air pressure regulation with
wastegate on exhaust gas end. 1.Engine,
2. Exhaust-gas turbochager, 3. Wastegate
1.Compressor housing, 2. Compressor
impeller, 3. Turbine housing, 4. Rotor, 5.
Bearing housing, 6. inflowing exhaust gas, 7.
Out-flowing exhaust gas, 8. Atmospheric fresh
air, 9. Pre-compressed fresh air, 10. Oil inlet,
11. Oil return

Images removed due to copyright restrictions. Please see illustrations of "Charge-air Pressure Regulation with Wastegate on Exhaust
Gas End", and "Exhaust-gas Turbocharger for Trucks." In the Bosch Automotive Handbook. London, England: John Wiley & Sons, 2004.

From Bosch Automotive Handbook

 Compressor: basic thermodynamics

Compressor efficiency c
2
W

 W c = ideal
m 
W
1 actual
T
  c p T1
Wideal = m 2
1
T T1
P2
Ideal 1
process T2 P2
2 P1
=
2 T1 P1
1
1 P
  c p T1 1
actual =
2
Actual W m
process c P1
1


W
s T2 = T1 + actual
m cp
 Turbine: basic thermodynamics

4
Turbine efficiency t
 W
W t = actual
W 
ideal


m T

W = 
m c T 1 4
p 3
T3
ideal
T
P3 1
Ideal
T4 P4
process
=
P4 T3 P3
3
1
P

Wactual = t m c p T3 1 4
4 Actual
P3
process
4
W
s T4 = T3 actual
m cp
 Properties of Turbochargers

Power transfer between fluid and shaft RPM3

Typically operate at ~ 60K to 120K RPM

RPM limited by centrifugal stress: usually tip
velocity is approximately sonic
Flow devices, sensitive to boundary layer (BL)
behavior
Compressor: BL under unfavorable gradient
Turbine: BL under favorable gradient
 Typical super/turbo-charged engine parameters

Peak compressor pressure ratio 3.5

BMEP up to 22 bar
Limits:
compressor aerodynamics
cylinder peak pressure
NOx emissions
 Compressor/Turbine Characteristics

Delivered pressure P2
P2 = f(m ,RT ,P ,N,D,, , geometric ratios)
1 1
Dimensional analysis:
7 dimensional variables (7-3) = 4 dimensionless parameters
(plus and geometric ratios)

P2 N m
= f( , ,Re, , geometric ratios)
P1 RT1 / D P1
RT1D 2
RT1

Velocity
Velocity
Density
High Re number flow weak Re dependence
For fixed geometry machinery and gas properties
P2 N m  T1

= f ,
P1
T1
P1

 Compressor Map

3.4
7250
3.2

3.0 6960

72%
2.8
70%
2.6
6530
Pressure ratio 74%
2.4
65%

it
2.2 60%

im
el
rg
2.0 75%

Su
6070

1.8 5550

1.6
4840
1.4
4025 N/ T1
1.2
2650
1.0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
.
"Corrected" Flow rate m T1/P1

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.

T1= inlet temperature (K); P1= inlet pressure (bar); N = rev. per min.; m = mass flow rate (kg/s)

(From Principles and Performance in Diesel Engineering, Ed. by Haddad and Watson)
 Compressor stall and surge

Stall
Happens when incident flow angle is too large
(large V/Vx)
Stall causes flow blockage
Surge
Flow inertia/resistance, and compression system
internal volume comprise a LRC resonance system
Oscillatory flow behave when flow blockage occurs
because of compressor stall

reverse flow and violent flow rate surges

 Turbine Map

2.8

2.6

2.4

tTS = .70
2.2
Pressure ratio

2.0

1.8

.65
1.6
4000

0
.6
1.4 3500
N
T03 3000
2500 5
.5

1.2
.40

1500 .50
500
1.0
0.5 1.0 1.5 2.0 2.5 3.0
.
Flow rate m T03/P03
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.
T03=Turbine inlet temperature(K); P03 = Turbine inlet pressure(bar); P4= Turbine outlet
pressure(bar); N = rev. per min.; m = mass flow rate (kg/s)
(From Principles and Performance in Diesel Engineering, Ed. by Haddad and
Watson)
 Compressor Turbine Matching Exercise

For simplicity, take away

intercooler and wastegate
Given engine brake power 1 4
output (W  ) and RPM,
E
compressor map, turbine map, C T
and engine map
Find operating point, i.e. air
flow ( m a ), fuel flow rate ( m f )
turbo-shaft revolution per 2 3
second (N), compressor and m f Engine

Q
turbine pressure ratios (c and L

t) etc.

W E
 Compressor/
turbine/engine matching Procedure :
solution 1. Guess c ; can get engine inlet conditions :

Compressor 1
T1
3.4 P2 = c P1 T2 = (c ) 1
3.2
7250 c
3.0 6960

72%
2.8
70%
2.6
6530
2. Then engine volumetric efficiency calibration
Pressure ratio

74%
2.4
65%
will give the air flow m a that can be ' swallowed'
it

2.2 60%
elim
rg

2.0 75%
 a and c , the compressor speed N can be
Su

6070

1.8 5550
3. From m
1.6
1.4
4840 obtained from the compressor map
1.2
4025 N/ T1
 f may be obtained from the
4. The fuel flow rate m
2650
1.0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
.
"Corrected" Flow rate m T1/P1
engine map :
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles  =m
W  ,A/F)
 f LHV f (RPM,W
E E
and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
5. Engine exhaust temperature T3 may be obtained from
2.8
Turbine energy balance (with known engine mech. eff. M )

2.6
(m a +m
 f )c p T3 = m  f LHV WE Q
 a c p T2 + m 
L
M
2.4
6. Guess t , then get turbine speed Nt from turbine map
tTS = .70

2.2
7. Determine turbine power from turbine efficiency on map
Pressure ratio

2.0
1
 = 1 1

1.8 W t t
t
.65

1.6
4000
.60

1.4 N
3500  =W
8.Iterate on the values of c and t until W  and N = N
T03 3000
t c t c
5

2500
.5

1.2
.4 0

1500 .50
500
1.0 Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering.
0.5 1.0 1.5 2.0 2.5 3.0 Chichester, England: Ellis Horwood, 1984.
.
Flow rate m T03/P03
 Compressor/ Engine/ Turbine Matching

0.65
Mass flows through compressor, engine,
3.0 turbine and wastegate have to be
0.60 consistent
0.67
Turbine inlet temperature consistent with
2.5 0.70 fuel flow and engine power output
0.72 0.55
Turbine supplies compressor work
ad Turbine and compressor at same speed
t lo
it
Pp/P1

2.0 tan
im

ns
el

Co
rg
Su

ed
sp e
ant
nst

1.5
Co

C T

1.0
0 1 2 3 4
m T1 Inter-

p1 Cooler

Wastegate
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David,
and Watson, N. Principles and Performance in Diesel Engineering.
Chichester, England: Ellis Horwood, 1984.
Engine
Compressor characteristics, with airflow
requirements of a four-stroke truck engine
superimposed.
(From Principles and Performance in Diesel
Engineering, Ed. by Haddad and Watson)
 Advanced turbocharger development

Electric assisted

turbo-charging

Concept

Put motor/ generator on

Motor/
C T
turbo-charger
Generator
reduce wastegate function
Inter-
Benefit Cooler
Wastegate
increase air flow at low

engine speed Engine

Battery
auxiliary electrical output

at part load

 Advanced turbocharger development

Electrical turbo-charger
Battery
Concept
turbine drives generator;
compressor driven by motor
Benefit C Motor T Generator
decoupling of turbine and
compressor map, hence much more Inter-
freedom in performance optimization Cooler

Auxiliary power output

do not need wastegate; no turbo-lag Engine
 Advanced turbocharger development

Challenges
Interaction of turbo-charging system with
exhaust treatment and emissions
Especially severe in light-duty diesel market
because of low exhaust temperature
Cost