A PROJECT REPORT ON

TURBOCHARGER

SUBMITTED BY:

1. PRIYANKA R. KHADSE 171021010

2. TANYA SAMANTA 171021025

3. SUKANTI S. NAIK 171021043

4. SOURABH R. SOLANKE 181020903

5. PRAJWAL A. SUTE 181020907

6. MARUTI S. WANJARI 181020908

7. NILESH N. CHAVAN 181020909

UNDER THE GUIDENCE OF

PROF S.M.GUNADAL

B.TECH IN MECHANICAL ENGINEERING

VEERMATA JIJABAI TECHNOLOGICAL INSTITUTE

MUMBAI 400019

(2018-2019)

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 ACKNOWLEDGEMENT
It is the incidence of great pleasure in submitting this work,
“Turbocharger ''.
We take this opportunity to express our sincere gratitude to respected guide
Prof. S. M. Gunadal. For his valuable guidance in his undertaking, without which
the work would not have been completed. He has been encouraging us in
eliminating all the errors. The work has been developed as a result of valuable
advices.
We are also grateful for the co-operation and valuable suggestion
rendered by Dr. S. S. Mastud as a head of department.

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 INDEX

SR NO CONTENT PAGE NUMBER

1 Abstract 4

2 Introduction 5

3 Objective 5

4 Principle 6

5 History 7

6 Supercharger and turbocharger 9

7 Components of turbocharger 11

8 working 11
9 Recent developments or Types 14
of turbocharger
10 Advantages 20
11 Disadvantages 21
12 Application 22
13 Conclusion 23
14 References 24

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 ABSTRACT

We take an opportunity to present this work report on

“TURBOCHARGER'' and put before readers some useful information regarding
our project .

A turbocharger is a small radial pump driven by the energy of the exhaust

gases of an engine. the purpose is to increase the mass of air trapped in the
cylinders of the engine, by raising air density. This allows more fuel to be burnt,
increasing the power output of the engine, for a given swept volume of the
cylinders. Thus the power to weight and volume ratios of the engine increase.
Since more fuel is burnt to achieve the power increase, the efficiency of the
engine cycle remains unchanged.

If the compressor is driven from the crankshaft of the engine, the system
is called 'mechanically driven supercharging' or often just 'supercharging'. If the
compressor is driven by a turbine, which itself is driven by the exhaust gas from
the cylinders, the system is called 'turbocharging'. The shaft of the turbocharger
links the compressor and turbine, but is not connected to the crankshaft of the
engine. Thus the power developed by the turbine dictates the compressor
operating point, since it must equal that absorbed by the compressor.
Turbocharger has the applications in the Petrol power cars, diesel powered cars,
Motorcycles, trucks, aircraft, marine engines, etc.

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 INTRODUCTION

A turbocharger, colloquially known as a turbo, is a turbine-driven forced

induction device that increases an internal combustion engine's efficiency and
power output by forcing extra compressed air into the combustion chamber. This
improvement over a naturally aspirated engine's power output is due to the fact
that the compressor can force more air—and proportionately more fuel—into the
combustion chamber than atmospheric pressure (and for that matter, ram air
intakes) alone.
Turbochargers were originally known as turbosuperchargers when
all forced induction devices were classified as superchargers. Today the term
"supercharger" is typically applied only to mechanically driven forced induction
devices. The key difference between a turbocharger and a conventional
supercharger is that a supercharger is mechanically driven by the engine, often
through a belt connected to the crankshaft, whereas a turbocharger is powered by
a turbine driven by the engine's exhaust gas. Compared with a mechanically
driven supercharger, turbochargers tend to be more efficient, but less
responsive. Twin-charger refers to an engine with both a supercharger and a
turbocharger.
Manufacturers commonly use turbochargers in truck, car, train, aircraft,
and construction-equipment engines. They are most often used with Otto
cycle and Diesel cycle internal combustion engines.

OBJECTIVE
• The objective is to increase an engine’s volumetric efficiency by increasing
intake density.
• The compressor draws in ambient air and compresses it before it enters into
the intake manifold at increased pressure, that results in a greater mass of
air entering the cylinders on each intake stroke.
• The power needed to spin the centrifugal compressor is derived from the
high pressure and temperature of the engine’s exhaust gases.
• The turbine converts the engine exhaust's potential pressure energy and
kinetic velocity energy into rotational power which in turn is used to drive
the compressor.

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 PRINCIPLE

The turbocharger's compressor draws in ambient air and compresses it

before it enters into the intake manifold at increased pressure. This results in a
greater mass of air entering the cylinders on each intake stroke. The power needed
to spin the centrifugal compressor is derived from the kinetic energy of the
engine's exhaust gases.
Compressing the air increases its temperature, which lowers the density of
the charge air and creates a less efficient cycle and loss of power. The higher
temperatures can also have detrimental effects on the materials and structure of
the engine. To counteract this issue the compressed air needs to be cooled in
order to achieve maximum power and maintain the structural integrity of the
pistons. A heat exchanger, or intercooler, is installed between the compressor and
engine inlet to cool the charge air. There are two different types of intercoolers,
air-air and air-water (these two types are discussed later).
The turbine of a turbocharger imposes a flow restriction
in the exhaust system, and therefore the exhaust manifold pressure will be greater
than atmospheric pressure. If sufficient energy can be extracted from the exhaust
gas, and converted into compressor work, then the system can be designed such
that the compressor delivery pressure exceeds that at turbine inlet, and the inlet
and exhaust processes are not adversely affected. The process of compression
raises temperature as well as pressure. Since the objective is to increase inlet
air density, charger air coolers (heat exchangers) are often used to cool the air
between compressor delivery and the cylinders, so that the pressure increase is
achieved with the maximum rise in density.
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 A CENTURY OF TURBOCHARGING

The story of the exhaust gas turbocharger began in a period of phenomenal

technical progress. Rudolf diesel had patented the engine named after him already
in 1892 and it’s efficiency was better than 30%. During this time swiss machine
manufacturer sulzer began to build diesel engine at it’s factory in Winterthur
around 1900. Swiss engineer we must thank to for the 1905 patent is Alfred
buechi who was working at sulzer at that time and had described it as highly
supercharged compound engine with four stroke diesel engine ,multi stage axial
compressor and multi stage axial turbine mounted on a common shaft.
Such kind of engines with turbocharger as an important part
were in use towards the end of and after world war 1 but no
development was taken further.it was only after an organization in
Germany released a report, potential of turbocharger was recognize.
The report was based on an experimentation carried on four stroke
engine running at 160 rpm which showed that with the charge
pressure of just 1.35 bar the engine output increased by 33% even
after the power for the electrically driven blower was substracted.
The use of exhausted to run the turbine promised further 6-8% increase Alfred Buechi

Darthe Maersk the first ship with turbocharged two stroke engine

in power as well as lower fuel consumption. On the top of this the operating
pressure, combustion wall temperature and the heat load on wall all remained
within acceptable limit.

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 First ships with turbocharged engines 1923 was also the year when vulkan
shipyard built two passenger ships, the pressrun and the hansestadt danzig . Each
ship was powered with two 10 cylinder four stroke engine turbocharged from
1750 to 2500 horsepower. The engine had common exhaust to ensure constant
pressure for all cylinder. The ship was built under Buechi’s supervision. After
their successful test in May 1927 two ship went on to become first ships to be
powered by turbocharged engines.
After that there was no looking back. Turbocharged engine became first
choice for almost everyone Industry, entrepreneur. Fast changing market and
compressor design potential dictated a fast pace for the developmental work
around mid 1990’s. It was concluded that demand of the advanced engines being
built at that time would be best met by two different compressors. So new D and
E compressors were introduced during that time.
This time to time technological developments led to huge opportunities to
work in the field of turbocharger.

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DIFFERENCES BETWEEN SUPERCHARGERS AND
TURBOCHARGERS

There is quite a bit of terminology when it comes to automobile parts, and

a person can get very easily confused. Some of the things that are bantered about
may sound very appealing, but may not be what a car buyer wants in his or her
vehicle.

Understanding differences between various components helps to make a

better decision. Superchargers and turbochargers are mentioned almost in the
same breath by many people in the auto industry. There is definitely a difference
between the two of them.
Either one will deal with power. Turbochargers and superchargers are
known as forced induction systems. It means that either will compress the air
flowing into the engine, which provides more power to the car. This creates a
considerable amount of boost, which can be as much as 50% more power into the
engine. This makes a luxury car or high-end sports car roar like a lion whenever
the owner is tired of the engine purring like a kitten. A main difference between
the turbocharger and the supercharger lies in the power supply.

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 A turbocharger uses the exhaust stream for its energy. The exhaust will run
through a turbine that will itself spin the compressor. The turbine spinning can be
as much 15,000 RPM (Rotations Per Minute). To put that in layman’s terms, the

turbocharger is able to have an RPM speed that can be almost 30 times faster than
an ordinary automobile engine. It does take a little while for the turbine to produce
the boost, and can result in the car lunging forward when the turbocharger kicks
into action. The size of the turbocharger can impact power with a smaller one
producing more boost faster. A turbocharger is particularly effective at high
altitudes where other engines experience difficulty. Because the air is less dense
a normal engine gets a smaller amount of air. Turbocharged engines do not suffer
a dramatic reduction in power since the turbocharger is more capable of pumping
thinner air.
The source of the power for the supercharger is in a belt connected directly
to the engine. A supercharger will compress air of the atmospheric pressure, and
create the boost by forcing air into the engine. The supercharger can add as much
as 46% more horsepower because the increased air will allow more fuel to be
added to the combustion charge. Like the turbocharger, a supercharger will do
well in high-altitude.

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 COMPONENTS OF TURBOCHARGER
The turbocharger has three main components
1. The turbine, which is almost a radial inflow turbine.
2. The compressor is almost a centrifugal compressor.
3. The centre hub rotating assembly.

A turbocharger is made up of two main sections: the turbine and the

compressor.
The turbine consists of a turbine wheel and turbine housing. It is the job of
the turbine housing to guide the exhaust gas into the turbine wheel. The energy
from the exhaust gas turns the turbine wheel, and the gas then exits the turbine
housing through an exhaust outlet area.
The compressor also consists of two parts: the compressor wheel and the
compressor housing. The compressor’s mode of action is opposite that of the
turbine. The compressor wheel is attached to the turbine by a forged steel shaft,
and as the turbine turns the compressor wheel, the high-velocity spinning draws
in air and compresses it. The compressor housing then converts the high-velocity,
low-pressure air stream into a high-pressure, low-velocity air stream through a
process called diffusion. The compressed air is pushed into the engine, allowing
the engine to burn more fuel to produce more power.

WORKING OF THE TURBOCHARGER

1. Capture
Instead of escaping through the exhaust pipe, hot gases produced during
combustion flow to the turbocharger. The cylinders inside an internal combustion
engine fire in sequence (not all at once), so exhaust exits the combustion chamber
in irregular pulses.
Conventional single-scroll turbochargers route those irregular pulses of
exhaust into the turbine in a way that causes them to collide and interfere with
one another, reducing the strength of the flow. In contrast, a twin-scroll
turbocharger gathers exhaust from pairs of cylinders in an alternating sequence.
2. Spin

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 The exhaust strikes the turbine blades, spinning them at up to 150,000 rpm.
The alternating pulses of exhaust help eliminate turbo lag.
3. Vent
Having served their purpose, exhaust gases flow through an outlet to the
catalytic converter, where they are scrubbed of carbon monoxide, nitrous oxides,
and other pollutants before exiting through the tailpipe.
4. Compress
Meanwhile, the turbine powers an air compressor, which gathers cold,
clean air from a vent and compresses it to 30 percent above atmospheric pressure,
or nearly 19 pounds per square inch. Dense, oxygen-rich air flows to the
combustion chamber.
The additional oxygen makes it possible for the engine to burn gasoline
more completely, generating more performance from a smaller engine. As a
result, the Twin Power engine generates 30 percent more power than a non-
turbocharged one of the same sizes.

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 It follows the following process
1. The engine’s air intake sucks in cool air and sends to the compressor.
2. The compressor compresses the incoming air and heats it up. It then
blows out the hot air.
3. The hot air cools down when passing through the heat exchanger and
enters the cylinder’s air intake.
4. The cold air burns inside the combustion chamber at a faster rate because
of carrying more oxygen.
5. Due to the burning of more fuel, the energy output will be bigger faster,
and the engine will be able to send more power to the wheels.
6. Hot waste gasses will leave the chamber and blows past the turbine at
the exhaust outlet.
7. The turbine rotates at a high speed and spins the compressor too as both
are mounted on the same shaft.
8. The exhaust gasses leave the car through the exhaust pipe. They waste
less energy than an engine not having a turbocharger.

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 RECENT DEVELOPMENTS OR TYPES OF
TURBOCHARGER

Following are a few major types of turbochargers:

1. SEQUENTIAL TURBO
Sequential turbocharging refer to a set-up in which the engine uses one
turbocharger for lower engine speeds, and a second or both turbochargers at
higher engine speeds. This system is intended to overcome the limitation of large
turbochargers providing insufficient boost at low RPM.
The system is arranged so that a small ("primary") turbocharger is active
while the engine is operating at low RPM, which reduces the boost threshold and
turbo lag. As RPM increases, a small amount of exhaust gas is fed to the larger
("secondary") turbocharger, to bring it up to operating speed. Then at high RPM,
all of the exhaust gases are directed to the secondary turbocharger, so that it can
provide the boost required by the engine at high RPM. Therefore, sequential
turbocharger systems provide a way to decrease turbo lag without compromising
power output at high RPM. Intercoolers are placed between the compressors in
order to increase the air density and it also increases the efficiency of the
turbocharging system.
The turbo compound, is in this case power turbines fitted at several points
in the two-stage turbocharging system. The power turbines generate electricity
from the excess exhaust gases in the system. Higher efficiency is gained from a
two-stage turbocharging system, compared to a one-stage system, and a higher
power output also, which can provide the power turbine with higher mass flow.
The results show that the two-stage setup with WHR has potential of large fuel
savings, by reducing the bsfc up to 5% compared to one-stage turbocharging, but
the high first cost of installing the WHR is a disadvantage.
The advantage of increasing the engine’s bmep from 21 up to 30 bar, by
reducing the cylinder bore diameter or the number of cylinders, together with
two-stage turbocharging is the possibility for extreme downsizing of the engine.

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 2. PARALLEL TURBO
The parallel turbocharger principle is the most common arrangement on
existing marine two stroke engines. A parallel configuration refers to using two
equally-sized turbochargers which each receive half of the exhaust gases. Some
designs combine the intake charge from each turbocharger into a single intake
manifold, while others use a separate intake manifold for each turbocharger.
The aim of using parallel twin-turbos is to reduce turbo lag by being able
to use smaller turbochargers than if a single turbocharger was used for the engine.
On engines with multiple cylinder banks (e.g. V engines and flat engines) use of
parallel twin-turbos can also simplify the exhaust system.
s used on engines with two or more parallel installed turbochargers to
reduce the fuel consumption at low-load operation. When the engine operates at
low loads, the turbocharger speed is decreased. Thus, the temperature of the air
supplied to the engine is too low, which leads to a less than optimal combustion
process. To increase the speed of the turbocharger, cut-out methods where one or
more turbochargers are cut-out from operation, can be used
MAN Diesel & Turbo, (2018) offer two turbocharger cut-out solutions for
two-stroke low speed engines. The cut-out can be applied by installing blinding
plates on the air outlet, and also on the exhaust gas in- and outlet of the
turbocharger. Installing gate valves on the air outlet and exhaust gas inlet of the
turbocharger is also a mentioned approach. ABB Turbocharging also offers two
types of cut-out methods for their turbochargers, the “fixed cut-out” and the
“flexible cut-out” (Baechi, 2012). In the first method the gas, air, and oil lines are
disconnected, and the bearing and rotating parts are removed. The second
mentioned method involves installing a charger and flexible valves in the gas and
air lines.

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 3. VARIABLE GEOMETRY TURBO

Variable-geometry turbochargers (VGTs), (also known as variable nozzle

turbines/VNTs), are a family of turbochargers, usually designed to allow the
effective aspect ratio (A:R) of the turbo to be altered as conditions change. If the
aspect ratio is too large, the turbo will fail to create boost at low speeds; if the
aspect ratio is too small, the turbo will choke the engine at high speeds, leading
to high exhaust manifold pressures, high pumping losses, and ultimately lower
power output. By altering the geometry of the turbine housing as the engine
accelerates, the turbo's aspect ratio can be maintained at its optimum. Because of
this, VGTs have a minimal amount of lag, have a low boost threshold, and are
very efficient at higher engine speeds. VGTs do not require a wastegate.
Mitsubishi Heavy Industries - Machinery & Equipment CO., LTD. (2017)
(MHI-MME) has developed a variable geometry turbocharger called variable
turbine inlet (VTI) turbocharger. The T/C has a variable turbine nozzle. An
advantage of the mentioned application is that it can easily be installed on
engines.

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 4. TWIN SCROLL TURBO
Twin-scroll or divided turbochargers have two exhaust gas inlets and two
nozzles, a smaller sharper angled one for quick response and a larger less angled
one for peak performance.
In twin-scroll designs, the exhaust manifold physically separates the
channels for cylinders that can interfere with each other, so that the pulsating
exhaust gasses flow through separate spirals (scrolls). With common firing
order 1–3–4–2, two scrolls of unequal length pair cylinders 1 and 4, and 3 and 2.
This lets the engine efficiently use exhaust scavenging techniques, which
decreases exhaust gas temperatures and NOx emissions, improves turbine
efficiency, and reduces turbo lag evident at low engine speeds.

5. VARIABLE TWIN SCROLL TURBO

A variable twin-scroll turbo combines a VGT with a twin-scroll setup. At
low revs, one of the scrolls is completely closed, forcing the air into other. Hence
it exhibits good turbo response and low-end power. As speed increases, a valve
opens to allow air into the other scroll. This results in overall good, high-end
performance.
Advantages:
• Significantly cheaper (in theory) than VGTs, thus making an
acceptable case for gasoline turbocharging.
• Allows for a wide, flat torque curve.

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 • More robust in design versus a VGT, depending on the material
selection.
• Disadvantages:
• Cost and complexity versus using a single turbo or traditional twin-
scroll.

6. HYBRID TURBOCHARGER

The purpose of hybrid turbocharging is supplying the turbocharger shaft

with additional torque during low loads, when the exhaust gas energy required
for driving the compressor is insufficient. A high speed electric generator is

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connected to the turbocharger shaft, located on the compressor side of the shaft.
At high loads it is used to generate electrical power and can replace the auxiliary
blower at low loads by acting as a motor.
In 2008, Mitsubishi Heavy Industries – Machinery & Equipment CO.,
LTD. developed a hybrid turbocharger called MET83MAG together with other
companies, with the purpose of achieving fuel savings and meeting the
environmental regulations. The turbocharger is integrated with a high speed
generator, fitted inside the body of the turbocharger, directly connected to the
rotor shaft of the T/C. The power supply system includes a permanent magnetic
generator that generates a 3-phase alternating current, between 0-400 volts and 0-
167 Hz, depending on the turbocharger speed. To make the electricity useful for
ship application, where the normal power supply is often AC 450 V, 60 Hz, the
system also consists of a converter that reforms the generated AC to DC, with
constant voltage, and is assisted by an insulated gate bipolar transistor that is
suitable for high frequency. The same transistor is also used for the final stage of
the system, an inverter, to get a stable AC 450 V, 60 Hz stand-alone power supply.
When developing this stand-alone power supply system some issues
required investigation and were solved. Due to the fact that the system doesn’t
have a reference waveform when connecting it to the common ship supply, it was
necessary to develop an autonomous control of frequency and voltage. It was also
necessary to develop the supply of reactive power and sustained short-circuit
current. Another problem during the development of the generator was creating
a suitable cooling structure. The final product was tested with verification of the
generator characteristics and turbocharger performance, including load, governor
and temperature characteristics through bench tests. The bench tests were
followed by an engine-matching test where the most suitable engine for the
hybrid turbocharger was decided. Finally, in 2011, the system was installed on an
actual bulk carrying vessel, Shin Koho, shown in, and after successful sea trials
the vessel is still in operation, using the MET83MAG hybrid turbocharger
application. An advantage of the mentioned application is that it can easily be
installed on engines currently in use, due to the few modifications required for
the installation.

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 ADVANTAGES

The advantage of the turbocharger, over a supercharger, is that the power

required to drive the compressor is extracted from exhaust gas energy rather than
the crankshaft. Thus turbocharging is more efficient than mechanical
supercharging. In contrast to turbochargers, superchargers are mechanically
driven by the engine. Belts, chains, shafts, and gears are common methods of
powering a supercharger, placing a mechanical load on the engine. For example,
on the single stage single speed supercharged Rolls-Royce Merlin engine, the
supercharger uses about 150 horsepower (110 Kilowatts). Yet the benefits
outweigh the costs; For the 150 hp (110 kW) to drive the supercharger the engine
generates an additional 400horsepower, a net gain of 250 hp (190kW). This is
where the principal disadvantage of a supercharger becomes apparent; The engine
must withstand the net power output of the engine plus the power to drive the
supercharger
Another disadvantage of some superchargers is lower adiabatic efficiency
as compared to turbochargers (especially Roots type superchargers). Adiabatic
efficiency is a measure of a compressor's ability to compress air without adding
excess heat to that air. Even under ideal conditions, the compression process
always results in elevated output temperature; However, more efficient
compressors produce less excess heat. Roots superchargers impart significantly
more heat to the air than turbochargers. Thus, for a given volume and pressure of
air, the turbocharged air is cooler, and as a result denser, containing more oxygen
molecules, and therefore more potential power than the supercharged air. In
practical application the disparity between the two can be dramatic, with
turbochargers often producing 15% to 30% more power based solely on the
differences in adiabatic efficiency (however, due to heat transfer from the hot
exhaust, considerable heating does occur).
By comparison, a turbocharger does not place a direct mechanical load on
the engine, although turbochargers place exhaust back pressure on engines,
increasing pumping losses. This is more efficient, because while the increased
back pressure taxes the piston exhaust stroke, much of the energy driving the
turbine is provided by the still expanding exhaust gas that would otherwise be
wasted as heat through the tailpipe. In contrast to supercharging, the primary
disadvantage of turbocharging is what is referred to as "lag" or "spool time". This
is the time between the demand for an increase in power (the throttle being
opened) and the turbocharger(s) providing increased intake pressure, and hence
increased power.

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 DISADVANTAGES
• Engine Damage
Improperly installed turbocharger systems have an extremely damaging
effect on the engine onto which they are mounted. Turbochargers are rated
according to the amount of air they deliver in pounds per square inch (PSI). Most
cars and trucks work efficiently with additional power and only minor tuning
between five and seven PSI. Levels of eight to 12 PSI often require reinforced
internals such as a heavy-duty valve train and special pistons. Turbochargers
functioning above 12 PSI often require professional engine modification to
prevent serious damage to the engine block and internal components. In some
cases, properly installed and tuned turbocharger systems that are negligently
driven will still fail and permanently destroy the vehicle's engine.
• Excessive Heat
A turbocharger used without an intercooler can create extremely high heat
in the engine compartment of the vehicle. This additional heat can lead to
overheating breakdowns, melting of critical plastic engine components and fires.
Using an intercooler mitigates this problem, but is an expensive addition to the
system. Intercooler systems are not always sold in kit form with the turbocharger.
• Warranty Invalidation
Installing an aftermarket turbocharger on any vehicle still under
manufacturer's warranty can invalidate the vehicle warranty in its entirety.
Turbochargers are considered off road racing equipment and most vehicle are not
designed to use them. Your warranty will be invalidated and you will have to pay
for repairs out of pocket if the damage to the vehicle is caused by the
turbocharger.
• Insurance
Vehicles with turbochargers are much more expensive to insure than
vehicles without turbochargers installed. The difference is much more significant
for teen drivers who possess turbocharged vehicles, at times as much as doubling
the standard insurance premium

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 APPLICATION
Turbocharging has become a recognized means of increasing the power
output of gasoline and diesel passenger car and commercial engines. The
application of turbochargers involves the consideration of many factors in the
engine and vehicle systems. The optimization of these systems requires wide
knowledge and experience in turbomachinery, engine design, performance
analysis, emissions, and reliability.

• Petrol-powered cars
• Diesel-powered cars
• Motorcycles
• Trucks
• Aircraft
• Marine and land-based diesel turbochargers

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 CONCLUSION
The aim of the study was the turbocharger technologies applied on two-
stroke diesel engines as well as four-stroke engine. The intention was to present
the objective and principle of working of the turbocharger. The history of the
evaluation of the turbocharger. A brief concepts of the supercharger and the
turbocharger. The difference between them. The study was done on the
advancements in the turbocharger. The advantages and disadvantages of
advances and give an overview of which technologies would be of interest for
future development. The results are shortly summarized of all the advancements
of the turbocharger. The hybrid turbocharger is seemingly a solution for slow
steaming operations and can be used to generate electric power at high load,
which makes it of interest for further development. Also the advantages ,
disadvantages and the applications of the turbocharging.
For future research within the topic, creating a simulation model of the
different turbocharging technologies are applied and tested in order to get a more
accurate comparison. Another suggestion is involving the manufacturers, for better
cooperation regarding specific technologies.

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Diesel Engines Bachelor’s thesis in the Marine Engineering Programme Naomi
Andersson Erika Kisbenedek
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