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ABSTRACT
Turbochargers are extensively used throughout the automotive industry as they can enhance the
output of an internal combustion (IC) engine without the need to increase its cylinder capacity. The
application of such a mechanical device enables automotive manufacturers to adopt smaller
displacement engines, commonly known as engine downsizing. Engine downsizing is a proven
approach to reduce CO2 emissions and improve fuel economy, but the approach is predicated on
achieving high specific power without compromising reliability, drivability, or cost. One approach to
engine downsizing is advanced pressure charging, placing challenging demands upon the pressure
charging system. The emphasis today is to provide a feasible engineering solution to manufacturing
economics and greener road vehicles. The aim of this paper is to provide a review on the current
validation methods of different turbocharger types and designs, with discussions on future trends.
KEYWORDS: IC Engine, Turbine, Turbo lag, Turbocharger, Air fuel ratio, downsizing
1.0 INTRODUCTION
The application of turbochargers enables manufacturers to use smaller displacement engines. This is
possible because the engine performance is related to the force acting upon the piston which
produces work and therefore torque. A turbocharger unit is comprised of two main components: a
turbine and a compressor, and its purpose is to increase the volumetric efficiency of the combustion
chamber. The compressor of the turbocharger uses air from the ambient atmosphere and increases
its density through the rotating impeller blade passages. The resultant high density airflow then enters
the engine combustion chamber to mix with the fuel. Due to the increased air density (hence higher
mass flow rate), the brake mean effective pressure acting upon the piston crown is enhanced. This
will increase the force acting upon the piston which means the engine can produce more torque and
therefore power. The enhanced combustion process will generate a more energetic pulsating exhaust
gas which flows via the exhaust manifold into the turbine which drives the compressor. The turbine of
the turbocharger produces a high back pressure on the exhaust manifold which results in the exhaust
gas pressure being higher than the atmospheric pressure. The energy generated due to the
expansion of the exhaust gas is then used to rotate the turbine impeller which directly drives the
compressor, completing the cycle.
For example a four cylinder engine with a 1-2-4-3 firing order and a single-entry turbocharger will
produce the following conditions. At the end of the exhaust stroke in cylinder 1 (i.e. when the piston is
approaching top dead center (TDC)) the momentum of the exhaust gas flowing into the manifold will
scavenge the burnt gas out of the cylinder. However in cylinder 2 the exhaust valve is already open
allowing for exhaust gas to enter the manifold as well. This means the exhaust pulse from cylinder 2
will influence the flow of exhaust gas from cylinder 1, thus affecting the energy transfer to the turbine.
In contrast to a single-entry turbocharger, a twin-entry turbine housing will better utilize the pulsating
energy of the exhaust gas, thus boosting the performance of the turbine which directly increases the
impeller rotating speed of the compressor. Not only is this more practical and economical but also
provides a potential for improvement in the reduction of gaseous emissions.
A turbocharger is basically an air pump. Hot exhaust gases leaving the engine after combustion are
routed directly to the turbine wheel side of the turbocharger to make it rotate. That turbine wheel is
connected by a shaft to a compressor wheel. As the turbine wheel spins faster and faster, it causes
the compressor wheel to also spin quickly. The rotation of the compressor wheel pulls in ambient air
and compresses it before pumping it into the engines chambers.
for considering the whole aspect of a technology improvement, the energy analysis of the system
should come into consideration too.
7.0 CONCLUSION
It is observed that the existing studies on turbochargers shows positive influence of turbocharger on
IC engine power characteristics as well as emission characteristics. But in turbocharging air fuel ratio
is always constant. So there is scope to vary the air fuel ratio and find out which is the best suited airfuel ratio and that can be optimized in this study.
Combustion analysis using the variation of air-fuel ratio, have received the lower attention than
ignition analysis, and there is further scope for the combustion analysis, by variation of air-fuel ratio
using the turbocharger. Hence this area needs more attention, especially from lean burn combustion.
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ISSN 2250-3153. International Journal of Scientific and Research Publications, Volume 2, Issue 9, September 2012