VARIABLE GEOMETRY TURBOCHARGER

CHAPTER 1
1.1 INTRODUCTION
After around 100 years of development, we encounter the turbocharger in virtually
using in every Diesel engine and now it is rapidly increasing number of gasoline engines also.
In response to increasing emissions regulations, engine manufacturers around the world have
adopted a wide array of turbo-charging technologies in order to maintain performance when
downsizing their engines.

Variable geometry turbo-charging represents a large portion of the technology

present in today’s vehicles. VGT technology also known as VNT-Variable Nozzle
Turbocharger is employed in a huge range of applications, such as in commercial on- and off-
highway, passenger, marine and rail internal combustion engine applications. Turbo charging
of the passenger car internal combustion engines by turbochargers is an integral part of most
approaches for meeting the future requirements with respect to fuel efficiency and emission
quality.

Function of the turbocharger is to boost the engine output. By forcing more air to flow
into the engine through the turbocharger’s compressor, more amount of fuel can be injected
into the engine combustion chamber. Thus it increases the engine output. Also, using a
turbocharger makes an engine eco-friendlier in nature.

The turbocharger improves efficiency of the engine by using the energy contained in
the exhaust gasses which are at high pressure and temperature, which helps to drive the
compressor. Another ecological advantage is that it features the use of a smaller sized engine
and more efficient engine delivering the same level of performance as of the large sized
engine. Thus it makes the vehicle lighter in weight and further reduces fuel consumption.

The Variable Geometry Turbochargers (VGTs) are a family of turbochargers, which

are designed to allow the effective aspect ratio (A: R) of the turbo to be altered as condition
changes. The A: R ratio has to be altered because required optimum aspect ratio at low
engine speeds is very different from that at high engine speeds.

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If the A: R ratio is too large, the turbo will fail to create boost at low speeds. On the
other hand, if the aspect ratio is too small, the turbo will choke the engine at high speeds,
which will lead to high exhaust manifold pressures, high pumping losses, and ultimately
lower output power. By altering the geometry of the turbine housing as the engine
accelerates, the turbocharger's aspect ratio can be maintained at its optimum level. Because of
this, VGTs have a minimal amount of lag called as the turbo lag.

Thus the variable geometry turbochargers have a low boost threshold, and are very
efficient at the higher engine speeds. VGTs do not require any type of waste gate. VGTs tend
to be much more common on diesel engines as the lower exhaust temperatures indicates they
are less prone to failure, compared to the gasoline engines.

The few early gasoline engine VGTs required significant pre-charge cooling to extend
the turbocharger life to reasonable levels, but advancement in material technology has
enhanced their resistance to the high temperatures of the gasoline engine exhaust and they
have started to appear progressively in, e.g., the gasoline engine sports cars. Continuous
development is ongoing in this field for the improvement of the fuel efficiency.

Aside from the emissions and engine downsizing components, other key
developmental drivers include increased transient response, improved torque characteristics,
over-boosting prevention and better fuel economy. Turbocharger growth has been substantial
in the last two decades and has experienced particular growth in areas where naturally-
aspirated engine.

Engine domination was until recently, still viable (USA and China in particular).
Substantial growth figures are posted in recent years with a significant proportion of the
realized as well projected market share being taken up by VGTs. VGTs are predicted to
account for 63.3% of the global turbo charging market by volume by the year 2020. In the
Asia/Oceania region, the adoption of VGTs is growing rapidly, and is projected to grow at a
high compound annual growth rate of 14.61% from 2015 to 2020, when calculated by
volume.

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VGTs are therefore important not only due to the market share and value that they
represent in standalone, single stage boosting terms but increasingly as cost-effective
boosting devices compared to more recent and advanced technologies such as electric turbo
charging and super- charging. In addition, and for the same cost-effectiveness reasons they
are being increasingly encountered, as part of advanced, multi-stage (two- and three-stage)
architectures

When the vanes of VGT are fully open, the exhaust flows through them. When the
engine is at high rpm, the exhaust is also high. Therefore, to take the full advantage of this
high exhaust flow, the vanes are fully opened. This also helps to release the exhaust pressure
that is generated in the turbocharger, which saves the need of waste gate.

A turbocharger is an exhaust-driven air pump consisting of a pair of turbine wheels,

not unlike pinwheels, on a single shaft. One turbine is positioned in the exhaust stream; when
the engine revs, the exhaust makes it spin. This turns the second turbine, which is part of the
intake system that directs air into the engine, and acts as a pump.

In order to develop boost, the engine must be working hard enough to produce
significant exhaust pressure to spin the turbocharger. This results in “turbo lag” — the engine
does not get a power boost at lower engine speeds, and it feels as if the car is hesitating
instead of accelerating. Newer, more technologically advanced cars have less turbo lag than
older cars. The advantage to using turbocharging to boost power is that when the turbo is
active, the engine uses fuel, whether it be gasoline or diesel. The benefit of turbocharging is
that carmakers can use smaller, gas-sipping engines to get the same power and acceleration as
a larger gas guzzling engine.

In recent years with a significant proportion of the realized as well projected market
share being taken up by VGTs. VGTs are predicted to account for 63.3% of the global turbo
charging market by volume by the year 2020. In the Asia/Oceania region, the adoption of
VGTs is growing rapidly, and is projected to grow at a high compound annual growth rate of
14.61% from 2015 to 2020, when calculated by volume.

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The objective of this paper is to present the first complete review of variable geometry
technologies that are available commercially, as well as those currently under development
and to highlight the merits of the increasing more complex options now available to power
train developers where VGTs are encountered as components of a more complex boosting
architecture.

The 70's won the turbo engine with the preface of high popularity of the turbocharger
in Formula 1 racing cars. After all, could the engine power increase to ~ 1500 HP, which is
almost triple the current output available. The 70s were also the start of series production for
the turbocharged gasoline engines in the Europe. Indeed, the first manufacturer in Germany,
BMW brought the ‘2002 turbo’ in the market in 1973. High engine power, but high fuel
consumption which was coupled with a low reliability has brought this era of fast.

The operating principles of variable geometry are covered, initially, followed by

details of the range of deferent VG systems for both the turbine and compressor. A summary
of current control systems and strategies, actuation methods and VG efforts specific to the
gasoline engine are covered before concluding with a discussion on future trends for variable
geometry

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1.2 HISTORY OF VGT

In 1927, Swiss Engineer Alfred Büchi was granted the first patent for exhaust driven
Turbo-Supercharging or Turbocharger, with a power increase of over 40%. In 1938, The
Swiss Company, Saurer brought the first turbocharged commercial diesel engine in the
market. In 1950s, the idea of using a variable geometry turbine was discovered.

In 1952, Garrett (Honeywell) & Schweitzer (BorgWarner) begin Turbocharger

production for Caterpillar & Mack Truck. In the year 1962 & 1963 were in the USA, General
Motors Chevrolet Corvair Monza and the Oldsmobile Jetfire Turbo- Rocket V8 was the first
ever production car equipped with exhaust turbocharger. Because of the high compression
ratio (CR) of about 10.25:1 tilted the engine very easy for self- ignition (knocking), thus
Oldsmobile led to install a water injection system.

The 70's won the turbo engine with the preface of high popularity of the turbocharger
in Formula 1 racing cars. After all, could the engine power increase to ~ 1500 HP, which is
almost triple the current output available. The 70s were also the start of series production for
the turbocharged gasoline engines in the Europe. Indeed, the first manufacturer in Germany,
BMW brought the ‘2002 turbo’ in the market in 1973. High engine power, but high fuel
consumption which was coupled with a low reliability has brought this era of fast.

In 1979, there was beginning of Downsized Turbo Era with Ford Mustang 2.3-liter, 4
cylinder engine. Chrysler & GM also competed with the Turbo Models. In 1980, BorgWarner
and IHI Japan formed 50/50 Joint Venture named as Warner-Ishi. MHI of Japan started
development for US.

In 1990s, after the turbo attraction in the early years is changing the turbocharger
from the power unit to a small helper. It is helping us in carbon dioxide (CO2) reduction and
thus saving the environment. In the recent years, again reinforced gasoline engines with
exhaust turbocharger in series are on the market.

In 1997, BrogWarner purchased majority of shares of AG Kühnle, Kopp & Kausch

from Penske Corporation. In 1999, Kuhlman Corporation, parent of Schwitzer was purchased

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by BorgWarner and became part of BrogWarner Turbo Systems. In 2008, Bosch-Mahle &
Continental Turbo System started the development.

1998 The Worldwide Technical Centre was opened and the world's first sliding-wall
variable geometry turbocharger (Holset VGTTM) was launched. 2009 A prototype turbine
expander unit was developed for waste heat recovery systems.

2011 A waste heat recovery test cell opened in Huddersfield, the first of its kind in
the world. 2012 Future technologies launched including Waste Heat Turbine Expander,
Next Generation Holset VGTTM, Next Generation Two-Stage System and Next Generation
Components.

2014 Introduction of the Series 900 to the already robust and flexible large product
range, Series 800 and Series 1000, creating the most efficient and diverse turbochargers we
have ever produced for the 16 liter and above engine range.

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1.3 DRAWBACKS OF TRADITIONAL TURBOCHARGER

The turbo-driven turbochargers are characterized by two chief parameters: aspect ratio
(A/R ratio) and turbine radius. The A/R ratio is defined as the ratio of the area of the exhaust
gas passage to the radius from the centre of the turbine wheel to a point defining the centre of
that area (i.e. centroid of area).The main limitation of a traditional turbocharger is its fixed
geometry. The aspect ratio (A/R ratio) of a turbo has a direct relation to both the power
increase generated and the speed of motor at which the power increase is generated. A
smaller A/R ratio will produce higher boost pressure at a lower engine speed, but will fail to
provide an enough high flow rate at higher engine speeds. This results into higher exhaust
manifold pressures, lower pumping efficiencies, higher pumping losses and thus lower power
output. A larger A/R ratio will create boost at higher engine speeds, and thus create more
power, but it will fail to generate boost at lower engine speeds. So an aspect ratio must be
picked either to produce power at lower engine speeds for quicker acceleration, or to produce
a greater power output at higher engine speeds. Also a turbo having larger aspect ratio will
have a longer lag time than a smaller A/R ratio turbo, because of its larger requirement of
energy to produce boost.

Large Air ratio, Lower gas velocity, higher flow capacity

Small Air ratio, Higher gas velocity, lower flow capacity

Fig 1.3: Effect of A/R ratio on exhaust flow speed and flow capacity.

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1.4 NEED FOR THE VGT

VGT provides the solution for all above problems. The VGT has a mechanism by
which the inlet area can be varied to obtain the required A/R ratio for a given flow rate. This
is obtained by varying positions of a set of aerodynamic guide vanes which direct the exhaust
gas flow onto the turbine wheel. The vanes and plates move as a unit so that the plate can
partially obstruct the exhaust gas inlet to the turbine, thus reduces the A/R ratio. These guide
vanes can be moved such that the inlet is almost completely obstructed, or completely
retracted to provide no resistance to the exhaust gas flow. Using this variability, turbine of
turbocharger can work under virtually all engine speeds. By reducing the A/R ratio at low
engine speed (when exhaust flow is low), and then gradually increasing, as engine speed
increases (when exhaust flow is high), inlet velocity of exhaust gas can be kept high with no
significant change in exhaust back-pressure. In short, this means that the VGT can function
over any operating range of the engine. Since a practical diesel engines do not have a flat
power curve with respect to engine speed, the turbo can be controlled in such a way that the
curve get flatten out, so that the engine will have the same power output regardless of its
RPM. This will make easy to design a transmission, and allows to use gear ratios designed for
better acceleration, which further enhance the performance of a vehicle. It also reduces the
lag by providing the same power as the engine instantaneously.

Fig. 1.4.1 3D Cut-section of VGT

(When the vanes are almost closed)

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In the 3D illustration above, you can see that the vanes are at an angle which is almost
closed. The variable Vanes are highlighted so as to understand the difference between the two
conditions. For low engine speeds, this position is optimum. In this cuthrough diagram, you
can see that the direction of exhaust flow when the variable vanes are having very small or
almost closed angle. Thus the exhaust gas flows through the narrow passage, which
accelerates towards the blades of the turbine. Therefore, the turbine rotates faster. The angle
of the vanes is adjusted in such a way the gas to hit the blades at the accurate angle.

Fig.1.4.2 3D Cut-section of VGT

(when the vanes are fully open)

When the vanes of VGT are fully open, the exhaust flows through them is as shown in
the cut-through diagram above fig.4.2. When the engine is at high rpm, the exhaust is also
high. Therefore, to take the full advantage of this high exhaust flow, the vanes are fully
opened. This also helps to release the exhaust pressure that is generated in the turbocharger,
which saves the need of waste gate.

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CHAPTER 2
VARIABLE GEOMETRY TURBOCHARGERS COMPONENTS
It consisting of fallowing parts
1. Turbine
2. Variable nozzle
3. Air compressor
4. Housing/Hub Rotating Assembly (shaft)
4. Turbine and compressor housing
5. Bearing system and coolant.
6. Turbine housing

Fig. 2 Variable Geometry Turbocharger

2.1 TURBINE

Turbine is the main part of the turbocharger. The turbine is driven by exhaust gases. The
temperature of exhaust gases can exceed 1875°F (1025°C) and can be very corrosive. The
turbine wheels are continuously in the contact with the high speed gases. Therefore the
turbine must be of high alloy steel and low in weight to reduce the inertia of the wheel so that
it can move freely. Forces more air in the engine.

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The function of the turbine is to scavenge waste exhaust heat and convert it into rotational
motion. This rotational motion is then employed to drive the compressor, which compresses
fresh air which is to be forced in the engine. The purpose behind the turbocharger is to
overcome the limitation of the internal combustion engines volumetric efficiency limit. Along
with this there is the vanes nozzle assembly which is operated by the ECU (Electronic
Control Unit) which causes the opening and closing of the vanes with respect to the speed of
motor by the use of the actuators.

On small turbochargers and the latest designs of modern turbochargers the blades are a
tight fit in the wheel. A turbocharger’s performance is closely tied to its size. Large
turbochargers take more heat and pressure to spin the turbine, creating lag at low speed.
Small turbochargers spin quickly, but may not have the same performance at high
acceleration. To efficiently combine the benefits of large and small wheels, advanced
schemes are used such as variable geometry Turbo charge

Fig 2.1 Turbine

2.2 Variable nozzle

Turbo chargers use moveable vanes to adjust the airflow to the turbine, imitating a
turbocharger of the optimal size throughout the power curve. The vanes are placed just in
front of the turbine like a set of slightly overlapping walls. Their angle is adjusted by an
actuator to block or increase air flow to the turbine. This variability maintains a comparable
exhaust velocity and back pressure throughout the engine’s rev range. The result is that the
turbocharger improves fuel efficiency without a noticeable level of turbocharger lag.

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2.3 Compressor
Compressor is connected to the turbines by the shaft. As the turbine rotates
compressor also rotates and Compressor forces air having more temperature then the ambient
temperature. Therefore it creates high pressure on the compressor wheels so that wheels must
be made up from very high tensile strength having material.

The compressor increases the mass of intake air entering the combustion chamber.
The compressor is made up of an impeller, a diffuser and volute housing. The flow range of a
turbocharger compressor can be increased by allowing air to bleed from a ring of holes or a
circular groove around the compressor at a point slightly downstream of the compressor inlet
the ported shroud is a performance enhancement that allows the compressor to operate at
significantly lower flows. It achieves this by forcing a simulation of impeller stall to occur
continuously. Allowing some air to escape at this location inhibits the onset of surge and
widens the operating range. While peak efficiencies may decrease, high efficiency may be
achieved over a greater range of engine speeds. Increases in compressor efficiency result in
slightly cooler (more dense) intake air, which improves power.

This is a passive structure that is constantly open. The ability of the compressor to
provide high boost at low rpm may also be increased marginally. Ported shrouds are used by
many turbocharger manufacturers. The compressor impeller is of aluminum alloy or the more
expensive titanium. Manufactured from a single casting it is located on the rotor shaft by
splines. Aluminum impellers have a limited life, due to creep, which is dictated by the final
air temperature. Often the temperature of air leaving the impeller can be as high as 200°C.
The life of the impeller under these circumstances may be limited to about 70000 hours.

Fig.2.3: Air Compressor

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2.4 Center Housing/Hub Rotating Assembly (shaft)

The center hub rotating assembly (CHRA) houses the shaft that connects the compressor
impeller and turbine. It also must contain a bearing system to suspend the shaft, allowing it to
rotate at very high speed with minimal friction. For instance, in automotive applications the
CHRA typically uses a thrust bearing or ball bearing lubricated by a constant supply of
pressurized engine oil. The CHRA may also be considered "water cooled" by having an entry
and exit point for engine coolant.

Fig 2.4 Center housing hub assembly

2.5 BEARING SYSTEM AND COOLANT

Water cooled models use engine coolant to keep lubricating oil cooler, avoiding
possible oil coking (destructive distillation of engine oil) from the extreme heat in the turbine.
Ball bearings designed to support high speeds and temperatures are sometimes used instead
of fluid bearings to support the turbine shaft. This helps the turbocharger accelerate more
quickly and reduces turbo lag. Bearings are either of the ball or roller type or plain white
metal journals. The ball and roller bearings are mounted in resilient mountings incorporating
spring damping to prevent damage due to vibration. These bearings have their own integral
oil pumps and oil supply, and have a limited life (8000 hrs). Plain journal bearings are
lubricated from the main engine oil supply or from a separate system incorporating drain
tank, cooler and pumps. Oil is supplied in sufficient quantity to cool as well as lubricate. The
system may incorporate a header tank arrangement to supply oil to the bearings whilst the
turbocharger comes to rest should the oil supply fail.

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2.6 Turbine housing:-

Turbine housings are manufactured in various grades of spherical graphite iron to deal
with thermal fatigue and wheel burst containment. As with the impeller, profile machining to
suit turbine blade shape is carefully controlled for optimum performance. The turbine
housing inlet flange acts as the reference point for fixing turbocharger position relative to its
installation. It is normally the load bearing surfaces.

Fig.2.6: Turbine housing

2.7 Wheel:-
The Turbine Wheel is housed in the turbine casing and is connected to a shaft that in
turn rotates the compressor wheel.

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CHAPTER 3
WORKING PRINCIPAL OF VARIABLE GEOMETRY TURBOCHARGER

Turbochargers are a type of forced induction system. They compress the air flowing
into the engine. The advantage of compressing the air is that it lets the engine squeeze more
air into a cylinder, and more air means that more fuel can be added. Therefore, we get more
power from each explosion in each cylinder.

A turbocharged engine produces more power overall than the same engine without the
charging this can significantly improve the power to- weight ratio for the engine. In order to
achieve this boost, the turbocharger uses the exhaust flow from the engine to spin a turbine,
which in turn spins an air pump. In the turbocharger exhaust gases from the engines cylinders
is expelled via the exhaust manifold into the turbine volute circular decreasing cross section
pass way at a very high velocity, where it is directed tangentially inwards through turbine
housing. The related gas kinetic energy impinges on the turbine wheel where it loss the
velocity and pressure. This loss in pressure and kinetic energy of gases produces the kinetic
energy in the turbine wheel and rotates. The turbine in the turbocharger spins at speeds of up
to 150,000 rotations per minute (rpm) that’s about 30 times faster than most car engines can
go. And since it is hooked up to the exhaust, the temperatures in the turbine are also very
high.

A turbocharger equipped with variable geometry turbines has little movable guide
vanes which can direct exhaust flow on the turbine blades. The guide vane angles are
adjusted by an actuator. The angle of the vanes varies throughout the engine speed range to
optimize turbine behavior.

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CONSTRUCTION AND WORKING OF VARIABLE GEOMETRY

TURBOCHARGER

3.1 CONSTRUCTION OF VGT

The variable geometry turbo charger consists of the turbine which runs by the exhaust
Gas of an IC engine the turbine will start rotating and turbine in terms connected to air
compressor though shaft and bearing air compressor will make high powered air enter into
the IC engine and cooler is placed to cool the compressed air and also lubrication is used to
operate with less friction in bearing and shaft and two housing is used for turbine and a
compressor

compressor Turbine

Rotating shaft

Air cooler

Engine Cylinder

Fig 3:1 Working of a VGT

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3.2 WORKING PROCESS FOR VGT

 The air filter through which ambient air passes before entering the compressor
 The air is then compressed which raises the air’s density (mass / unit volume) Many
turbocharged engines have a charge air cooler (aka intercooler) that cools the
compressed air to further increase its density and to increase resistance to detonation
 After passing through the intake manifold, the air enters the engine’s cylinders, which
contain a fixed volume. Since the air is at elevated density, each cylinder can draw in
an increased mass flow rate of air. Higher air mass flow rate allows a higher fuel flow
rate (with similar air/fuel ratio). Combusting more fuel results in more power being
produced for a given size or displacement
 After the fuel is burned in the cylinder it is exhausted during the cylinder’s exhaust
stroke in to the exhaust manifold
 The high temperature gas then continues on to the turbine The turbine creates
backpressure on the engine which means engine exhaust pressure is higher than
atmospheric pressure
 Inside turbine a variable geometry Turbochargers are placed this are also called as
Variable Nozzle Turbine (VNT). A turbocharger outfitted with Variable Turbine
Geometry has small movable vanes pivoted on the supporting ring, which can direct
exhaust flow gases from exhaust to the turbine blades. The vane angles of VNT are
adjusted with the help of an actuator. The actuator can be hydraulic or pneumatic or
mechanically operated. The angle of the vanes varies throughout the engine RPM
range to optimize behavior of the turbine.
 A pressure and temperature drop occurs (expansion) across the turbine , which
harnesses the exhaust gas’ energy to provide the power necessary to drive the
compressor

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CHAPTER 4

4.1 ADVANTAGES OF VGT

 Higher air–fuel (AF) ratio and higher peak torque at low engine speeds.
 No throttling loss of the waste gate valve, as the waste gate is not required.
 Improvement in acceleration of the vehicle without the need to resort to turbines with
the high pumping loss at high engine speeds, because of the variable geometry
turbine.
 Increased power for an engine of the same size OR reduction in size for an engine
with the same power output.
 Reduced specific fuel oil consumption mechanical, thermal and scavenge
efficiencies are improved due to less cylinders, greater air supply and use of exhaust
gasses.
 Thermal loading is reduced due to shorter more efficient burning period for the fuel
leading to less exacting cylinder conditions
 Potential for lower engine ΔP (the difference between the exhaust manifold pressure
and intake manifold pressure).
 Control over engine ΔP that can be used to drive Exhaust Gas Recirculation (EGR)
flow in diesel engines with High Pressure Loop (HPL) EGR systems.
 Better ability to cover a wider region of low BSFC in the engine speed–load domain.
 Ability to provide engine braking
 Ability to raise the exhaust temperature for after treatment system management.

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4.2 DISADVANTAGE OF VGT

 “Knocking”: Knocking is when the air and fuel combination in the cylinder
combusts before the spark plug actually ignites it, throwing off the synchronization
between the turbocharger and the engine. This is due to the extreme temperatures and
highly compressed air. ○ Knocking reduces the full rotation of the piston, limiting the
car’s performance.
 Lack of response called the Turbo Lag. If the turbo is too big, the boost will build up
slowly because more exhaust
 Cost- Turbocharger parts are costly to add to naturally aspirated engines. Heavily
modifying OEM turbocharger systems also require extensive upgrades that in most
cases requires most (if not all) of the original components to be replaced.
 Boost threshold- A turbocharger starts producing boost only above a certain rpm due
to a lack of exhaust gas volume to overcome inertia of rest of the turbo propeller.
This results in a rapid and nonlinear rise in torque, and will reduce the usable power
band of the engine

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4.3 APPLICATIONS OF VGT

4.3.1 Petrol Powered Cars

The first turbocharged passenger car was the Oldsmobile Jet fire option on the Cutlass,
which used a turbo charger, mounted to a 215 cu in (3.52 L) all aluminum V8. Also in 1962,
Chevrolet introduced a special run of turbo charged Corvairs, initially called the Monza
Spyder (1962 1964) and later renamed the Corsa (1965 1966), which mounted a turbocharger
to its air cooled flat six cylinder engine Turbo charging can increase power output for a given
capacity or increase fuel efficiency by allowing a smaller displacement engine. The 'Engine
of the year 2011' is an engine used in a Fiat 500 equipped with an MHI turbocharger. This
engine lost 10% weight, saving up to 30% in fuel consumption while delivering the same HP
(105) as a 1.4 liter engine. The 2013 Chevrolet Cruze is available with either a 1.8 liter no
turbocharged engine or a 1.4 liter turbocharged engine—both produce the same 138
horsepower. Low pressure turbo charging is the optimum when driving in the city, whereas
high pressure turbo charging is more for racing and driving on
highways/motorways/freeways.

4.3.2 Diesel Powered Cars

The first production turbocharger Diesel passenger car was the Garrett turbo charged
Mercedes 300SD introduced in 1978. Today, most automotive Diesels are turbocharged,
since the use of turbo charging improved efficiency, drivability and performance of Diesel
engines, greatly increasing their popularity. The Audi R10 with a Diesel engine even won the
24 hours race of Le Mans in 2006, 2007 and 2008.

4.3.3 Trucks
The first turbocharged Diesel truck was produced by Schweitzer Maschinenfabrik Saurer
(Swiss Machine Works Saurer) in 1938.

4.3.4 Motorcycles
The first example of a turbocharged bike is the 1978 Kawasaki Z1R TC. Several Japanese
companies produced Turbo charged high performance motorcycles in the early 1980s, such
as the CX500 Turbo from Honda a transversely mounted, liquid cooled V Twin also available

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in naturally aspirated form. The Dutch manufacturer EVA motorcycles builds a small series
of turbocharged Diesel motorcycle with an 800cc smart CDI engine.

4.3.5 Aircraft
A natural use of the turbocharger — and its earliest known use for any internal combustion
engine, starting with experimental installations in the 1920s — are with aircraft engines. As
an aircraft climbs to higher altitudes the pressure of the surrounding air quickly falls off. At
5,486 m (18,000 ft), the air is at half the pressure of sea level and the airframe experiences
only half the aerodynamic drag. However, since the charge in the cylinders is pushed in by
this air pressure, the engine normally produces only half power at full throttle at this altitude.
Pilots would like to take advantage of the low drag at high altitudes to go faster, but a
naturally aspirated engine does not produce enough power at the same altitude to do so.

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CHAPTER 5

RESULT AND ANALYSIS

5.1 Turbocharger Performance Impact on Turbo charging high-speed

engines

1996-2012
250%

200%
Level

150%

100%

50%

* in terms of compressor power at engine design point for given volume flow rate and pressure
ratio

0%

Years

Fig 5.1: Turbocharger Performance Impact on Turbo charging high-speed engines

The above graph shows the effect and advantages of variable turbo charger in IC
engines because of VGT engine emission can be controlled and fuel consumption can be
achieved Because VGT power output of an engine increases and also turbocharger
Power out can be increased

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 VARIABLE GEOMETRY TURBOCHARGER

5.2 High efficiency at high pressure ratio

70

65
Turbocharger efficiency

60

55
Full-load optimized specification

50

45

40
1 2 3 4 5 6
Compressor pressure
ratio
Fig 5.2: High efficiency at high pressure ratio

Above figure graph can be plotted engine efficiency v/s turbo charger affiance as the
pressure air increased high power air and fuel mixture enter the engine and high output can be
obtained this can be shown in the graph as shown

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 VARIABLE GEOMETRY TURBOCHARGER

5.3 Effect of turbocharger on engine speed and efficiency

Fig 5.3 Power output values of the engine increases with increasing the engine
revolution due to variable geometry turbo charging,

The above graph can be plotted by taking engine revolution v/s engine power output
because of using VGT As the engine devotion increase the high output can be achieved as
shown in fig.

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 VARIABLE GEOMETRY TURBOCHARGER

5.4 CONCLUSION

Because of the Variable Geometry Turbochargers, it is possible to increase the charge

air mass by about 10% to 20 % at a low speed range. As a result of this, the exhaust smoke is
reduced and the fuel consumption is improved with the same fuel delivery and start timing of
injection. At low engine speed, over 40 % of additional torque increase can be observed
within the same exhaust smoke, the exhaust gas temperature limit, and the cylinder pressure
by adjusting the boost pressure and fuel delivery with the VGT.

In the medium engine speed range, there is a minor increase in the fuel consumption
for the Variable Geometry Turbocharger, with the same fuel delivery. When the boost
pressure is increased and also the fuel delivery is increased, more torque can be obtained with
the expense of the deterioration in fuel consumption. This is because the injection timing
should be retarded so not to exceed the maximum cylinder Pressure limit. At high engine
speed, with the same fuel delivery, the rated power can be enhanced by almost 3.5 %, mainly
because of the decrease in pumping loss. However, within the same boundary conditions, the
power output of the Variable geometry Turbocharger could reach about 7.9 %

From the review, the following conclusions were obtained:

 VGTs are a popular technology, whose development and increased usage is driven by the
tightening of worldwide emissions regulations.
 There is a cost penalty in choosing a VGT above a FGT, but it comes with many
performance improvements. The various technologies discussed can provide improved
fuel efficiency, transient response, emissions and torque characteristics.
 The two key VG technologies for turbines are sliding and pivoting vane systems. Both
are suitable for mating with EGR systems.
 The trend of actuating VGT devices is shifting further towards electrical and hydraulic
variants which allow finer control than pneumatic.
 VG systems will continue to play an important role in future energy recovery and
boosting applications for internal combustion engines.
 Cost-benefit considerations will dictate many of the choices em- bedded in the
development of such systems.

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REFERENCE

1. Hugh maclnnes, “Turbocharger” HP books 1984, PP 156

2. Corky Bell, “Maximum boost” Bentley Pub ,April 1997 , PP 250
3. Peiridis.A, Rajoo.S, “Variable Geometry Turbocharger Active control Strategies for
Enhanced Energy Recovery” SAE Technical Paper 2013, PP 8.
4. Srinivasan.C, M.S.Sayooj, “Increasing the Efficiency of an Engine by the use of
Variable Geometry Turbochargers” International Journal of Innovative Research in
Science, Engineering and Technology Volume3, Special Issue 4, April 2014.
5. Shailendra Kumar Bohidar, Prakash KumarSen, Ravi Bharadwaj “Study of Turbo
charging” International Journal of Advanced Technology in Engineering and
Science. No 03, Special Issue No. 01, April 2015.
6. Prof.N.S.Bhalkikar “ A Review of Effects of Turbocharger on performance of IC
Engine” International Journal of Innovation in Engineering, Research and Technology
[IJIERT]
7. Mohd Muqeem, Dr. Mukhtar Ahmad, Dr. A.F. Sherwani “ Turbocharging of Diesel
Engine for Improving Performance and Exhaust Emissions” IOSR Journal of
Mechanical and Civil Engineering (IOSR-JMCE)
8. Mohammad Israr, Amit Tiwari, Mahendra Labana, Anshul Gangele “Performance
Analysis and Fabrication on a Turbocharger in Two Stroke Single Cylinder Petrol
Engine” IJETI International Journal of Engineering & Technology Innovations,
Vol. 2 Issue 2, March 2015

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