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Turbocharging of I.C.
6 Engines
(i)Power output : Power output of supercharged engines increases due to increase in mass of air
inducted per cycle for a given sweptvolume. Some of the work on supercharger is also
recovered during expansion process.
(ii)Mechanical efficiency : An increase in m.e.p. due to supercharging increases the friction losses
due to increased load and heavier components needed. However, the increase in B.P. is more
than the friction losses, therefore the mechanical efficiency is slightly better.
(iii)Fuel consumption: The power needed to drive a supercharger varies depending upon the type
of supercharging methods used.
The specific fuel consumption increases at part loads if the mechanical driven supercharger is used
particularly in case of petrol engines. However, SFC for CI engines is slightly less due to better
mixing and combustion efficiency.
6.3 Types of Compressors used for Supercharging and Difference between Turbocharger
and Supercharger :
Basically the superchargers are air blowers or compressors driven by the engine shaft
through gearing, while the exhaust gas driven centrifugal compressors are
called turbochargers.
The power required to drive a supercharger is supplied out of the engine output while
in case of turbocharger the engine output remains unaffected since the energy of engine
exhaust gases (which otherwise is a waste energy) is utilised to run a gas turbine which drives
the air blower. Therefore, the basic methods of supercharging are :
(A) Engine driven superchargers
(B) Turbochargers run on engine exhaust gases.
6.4 Engine Driven Superchargers :
These are three types as follows :
(1) Piston - cylinder type (2) Rotary blowers
(3) Centrifugal compressors
6.4.1 Piston Cylinder Type :
These are reciprocating compressors which are similar in principle and design to a
reciprocating engine. These compressors have a reciprocating piston in a cylinder and due to
positive displacement of the piston, the air or charge is compressed to a pressure higher than
atmospheric and supplied to the engine. These compressors are not preferred as
superchargers in practice for the following reasons :
(i) These are bulky and heavy.
(ii) There are pressure pulsations during air delivery.
(iii) Needs proper lubrication due to more reciprocating parts.
(iv) These are unsuitable for large volume flow rates of air and for high speed engines.
6.4.2 Rotary Blowers :
These are high speed machines and positive displacement type. These can be coupled
directly to a high speed engine or to a gas turbine shaft. Few types of commonly used rotary
blowers are being discussed here.
(i) Root Blower :
The root blower shown in Fig. 6.4.1 consists of two lobes mounted on different
rotors of epicycloidal or involute profiles rotating in opposite directions.
These profiles help in keeping the smooth motion and correct mating between
the lobes.
One of the rotor is driven externally by a motor and the other is driven through
gears from the first.
As the two surfaces engage, the space between them is reduced in volume so
that the air trapped between them is compressed and then it expands. The pressure rise
is due to back flow of air.
To reduce the wear, a small clearance is maintained between the surfaces and
the casing, however, the leakage through the clearance reduces the volumetric
efficiency as the pressure ratio increases.
Fig. 6.4.1 : Root blower
The advantage of such blowers are that these can handle large volumes of air
without increase in bulk, these are simple in construction with low initial cost and
maintenance cost and their volumetric efficiency increases with increase in speed.
The disadvantages are that it has low volumetric efficiency at high pressure
ratios, the leakages are more with higher clearance and there are pressure pulsations in
the delivery due to periodic discharge of the displaced air.
(ii) Vane type blower :
The vane type blower is shown in Fig. 6.4.2. It consists of spring loaded vanes
mounted eccentrically inside the casing as shown in Fig. 6.4.2.
Fig. 6.4.2 : Vane-type blower
The vanes are usually made of non-metallic fibres or carbon. The action of vane
type blower is similar to root blowers.
The air trapped between the vanes is first expanded and then it is compressed
with the rotation of the rotor. The vanes touch the periphery of the casing and due to
this the leakage is prevented.
The advantages of this type of blower are that we can obtain large volume flow
rates at high pressure ratios and these are found suitable for supercharging of
continuous duty engines.
But it needs high power consumption, has high rate of wear of sliding vanes and
the maintenance cost is high.
6.4.3 Centrifugal Compressors :
Fig. 6.4.3 shows the main components of a centrifugal compressor. It consists of an
impeller which rotates at a very high speed (can run upto 30000 r.p.m.) which produces a
centrifugal head on the air within, which causes the air to flow rapidly outwards.
The fresh air enters at the eye of the impeller to take the place of the displaced air.
During the flow of air from the eye to the tip of the impeller there is an increase in
pressure and temperature due to increased momentum of air.
Advantages :
Disadvantages :
In case of turbocharger unit, the temperature of the air rises during compression process
in the compressor as a result its density reduces. This reduces the mass of air inducted into
the cylinder.
If this air can be cooled, its density can be increased, consequently the mass of air
inducted into the cylinder can be increased.
The cooling of compressed air is carried out in a heat exchanger called after-
cooler before inducting into cylinder. It result into boosting the power of the engine.
6.5.1 Advantages of Turbochargers :
(i) No gearing is required between the gas turbine and compressor.
(ii) It is very suitable for high speed engines.
(iii) Gain in power at nominal cost.
(iv)Energy of exhaust gases of the engine which amounts to one-third of energy supplied is put to
work for economical gains.
(v)Exhaust of the engine becomes considerably quite.
(vi)Maintenance requirements are minimum.
(vii)The torque rise characteristics of turbo-charged after-cooler unit are excellent at high altitudes
and momentarily overloads can be handled.
(viii)It requires limited space.
6.5.2 Disadvantages of Turbochargers :
(i) Increases fuel consumption at low power outputs.
(ii) Total cost of unit increases.
6.6 Power Input for Mechanical Driven Superchargers :
A blower is a steady flow machine. If we neglect the changes in K.E. and P.E., the work
required to run the compressor per kg of air is given as :
w = – v dp = (h2 – h1)
Therefore, Ideal or isentropic work of compression per kg of charge becomes :
where, p1 = inlet pressure of air at temperature T1.
P2 = delivery or exit pressure of blower.
Let : i = Isentropic efficiency of the compressor
1.A supercharger can be separately driven by a motor or by any other prime mover.
2. Supercharger can be driven by connecting it to engine output shaft.
3.Supercharger can be driven by the exhaust gas driven gas turbine. This system is called
turbocharging.
Additional power developed by the engine using supercharger is usually much more than
the power required to drive the supercharger itself.
6.7 Methods of Supercharging : (GTU - May 2011, May 2012, Dec. 2012, Dec. 2014)
The various arrangements for supercharging the engine as outlined in section 6.6 above
are being discussed below.
6.7.1 Gear Driven Supercharger :
Fig. 6.7.1 shows the arrangement of compressor (supercharger) driven by engine shaft
through gearing to increase the speed of the compressor.
Fig. 6.7.1 : Gear driven supercharger
In this method, the power required to drive the compressor is supplied from the engine
output. Therefore, net power output of the supercharged engine is equal to the difference of
power output of engine and power required to drive the compressor.
The compressed air is cooled in an after cooler to enhance the mass of air inducted into
the engine cylinder, hence, improves the volumetric efficiency and power output of the
engine.
6.7.2 Turbocharger :
An arrangement for turbocharger is shown in Fig. 6.7.2.
In this arrangement the exhaust energy of engine is utilised to run a gas turbine. The
output of the gas turbine is used to drive the compressor directly coupled to it.
Therefore, the gas turbine and compressor used are independent of the engine and the
total engine output is enhanced.
Fig. 6.7.2 : Turbocharger
1. In case the pressure ratio is kept constant for turbine, the recovery of exhaust energy of the
engine is efficient.
2. Specific fuel consumption is low.
3. Turbine efficiency is high.
4.Exhaust piping arrangement is simple for multicylinder engines.
1. To maintain constant pressure and avoid any pressure pulsations, it is necessary to use large
diameter exhaust pipe. It increases the space requirement of the engine. This effect is more
marked in case of small engines.
2.Response of the system to changes in load is poor because the acceleration of turbine occurs slowly
when the load on the engine is suddenly increased. Reason is that due to increased load the
corresponding exhaust energy is not sufficient to accelerate the turbine.
3.For efficient running of turbine higher pressure ratio are necessary. It implies that large pressure
drop must occur during scavenging.
It makes the process of scavenging bit difficult.
This system is not suitable for two stroke engines since the exhaust energy converted by turbine is
not sufficient to run the compressor alone. Therefore, some additional means are needed for
supplying air to the engine.
6.10.2 Pulse Turbocharging (Buchi-Type) : (GTU - Dec. 2015, May 2016)
Fig. 6.10.2 shows the schematic diagram for pulse turbo charging system for
multicylinder engines.
The main objective of this system is to utilise the kinetic energy of blow down gases to
drive the gas turbine without much increase in exhaust pressure.
To achieve the above aim, the exhaust lines are grouped together to receive the exhaust
pulses as soon as the exhaust valve opens.
Then these gases are gathered and passed from the narrow exhaust pipes directly to the
gas turbine by the shortest route.
Separate exhaust pipes are used so that exhaust process of various cylinders do not
interfere with another.
As shown in Fig. 6.10.3, the exhaust of engine cylinder from exhaust manifolds is
joined in a venturi section.
The pressure pulse is converted into K.E. in the nozzle section of venturi. It create a
suction effect in the exhaust line and helps in scavenging process of the engine.
In the diffuser part of the venturi the pressure gradually increases and high pressure
exhaust is supplied to the turbine.
This system is suitable and efficient even at part load conditions for low pressure ratio
turbocharging. It provides very good response in case of sudden change in loads on the
engine.
Ex. 6.10.1 :The average indicated power in a C.I. engine is 10 kW/m of free air inducted per minute. It is a four
3
stroke engine having swept volume of 3.2 litre. The speed of the engine is 3400 rpm and has a
volumetric efficiency of 80% referred to free air conditions of 1.013 bar and 20 C. It is proposed to
provide a blower, driven mechanically from the engine. The blower has a pressure ratio of 1.75 and
adiabatic efficiency of 75%. It can be assumed that at the end of suction, in the supercharged condition,
the cylinder contains a volume of air equal to swept volume at the pressure and temperature of delivery
from the blower. Calculate the net increase in brake power. Take mechanical efficiency, = 80%.
m
Soln. :
= 6.89 kW
Total increase in I.P. = 33.808 + 6.89 = 40.698 kW
Increase in B.P. = I.P. m = 40.698 0.8 = 32.56 kW
However, the increase in actual B.P. will be reduced due to the power required to drive
the blower. The blower power can be calculated as follows :
Mass of air delivered by blower,
= 9.315 kg/min
Calculate the required engine capacity and the anticipated brake mean effective pressure.
The engine is then fitted with a supercharger so that it may be operated at an altitude of
2700 m where the atmospheric pressure is 0.72 bar. The power taken by a supercharger
is 8% of the total power produced by the engine and the temperature of the air leaving the
supercharger is 32C. The air-fuel ratio and thermal efficiency remain the same for the
supercharged engine as when running unsupercharged at sea level, as does the
volumetric efficiency. Calculate the increase of air pressure required at the supercharger
to maintain the same net output of 260 kW.
Take R = 0.287kJ/kg K.
Soln. :
Given :B.P. = 260 kW, v = 78% or 0.78, B.S.F.C. = 0.247 kg/kWh, N = 1500 rpm
(a)Engine capacity, Vs and brake mean effective pressure, pmb as unsupercharged engine
at sea level :
But, po vo = mo RTo
Ex. 6.10.3 :A 4-stroke diesel engine develops 100 kW at 1500 RPM when ambient condition is 1.013bar and 300 K
with a volumetric efficiency of 80%.The amount of free air used by the engine is 7 kg/min. Find the bore
and stroke of the engine assuming L=D. This engine is required to operate at an altitude of 3 km and is
fitted with a blower for supercharging the engine which is operated directly by the engine. The power
required to run the blower is 8 kW. The temperature of the air leaving the supercharger is 53C.
Determine the excess air required to be inducted by the blower to maintain the power output of 100 kW
and delivery pressure of the blower.
Soln. :
B.P. = 100 kW, N = 1500 rpm, p0 = 1.01 bar, T0 = 300 K
Net Power output remains the same. Therefore brake power required to be developed by the engine.
B1 = B.P. + Blower power = 100 + 8 = 108 kW
If the engine runs at 3000 rpm and develops 60 kW brake power at this speed. The
mechanical efficiency of the engine is 85%. Determine the following :
Fig. P. 6.10.4
Soln. :
Since, p = pa RT
or, T2 = 366.67 K
Ex. 6.10.5 :A naturally aspirated petrol engine develops i.m.e.p. of 11 bar and pumping i.m.e.p. is 0.5 bar. The
mixture supplied to the engine is 20% weak. The suction conditions are 0.975 bar and 340 K.
If the above engine is supercharged by a blower, the blower raises the air pressure to 1.5
bar at suction. The rise in temperature of air during the suction is 50 C.
The ambient conditions are 1 bar and 290 K. Find the percentage increase in power of the
supercharged engine.
Soln. :
The ratio of mass inducted is also proportional to their ratio i.m.e.p. Therefore,
(b) Duration of test run so that the specific mass (i.e. engine mass + mass of fuel supplied)
remains the same for both the engines.
Soln. :
= 35.29 kg/hr
Let the test run is for t hours.
Specific mass relates to the mass of engine and fuel per I.P.
Supercharged engine :
t = 14.3213 hrs...Ans.
Ex. 6.10.7 :An air compressor is being run by the entire output of a supercharged 4-stroke cycle diesel engine. Air
enters the compressor at 25C and is passed on to a cooler where 1210 kJ per min. of heat is rejected.
The air leaves the cooler at 65C and 1.75 bar. Part of this air-flow is used to supercharge the engine
which has a volumetric efficiency of 72% based on induction manifold. The engine which has six
cylinders of 100 mm bore and 110 mm stroke runs at 2000 rpm and delivers an output torque of 150
Nm. The mechanical efficiency of engine is 80 %. Determine :
Fig. P. 6.10.7
Given :
Bore, d = 100 mm = 0.1 m
Stroke, L = 110 mm = 0.11 m
N = 2000 rpm
Torque, T = 150 Nm
v = 0.72
m = 0.8
T1 = 25 C = 298 K
T3 = 65 C = 338 K
= 31.42 kW
= 39.275 kW
(i)Indicated mean effective pressure, p m :
pm = 454 kN/m2 or 4.54 bar …Ans.
(ii)Air consumption rate of engine :
= 5.18 m3 / min
Aspirated volume of air into engine
= 3.73 m3 / min
Aspirated air mass flow into the engine,
Summary
Power of the engine can be increased by increasing speed of the engine, use of higher
C.R., utilisation of exhaust energy, improving volumetric efficiency and increasing the
charge density.
Out of all the methods given above, method of increasing the density of charge is most
suitable and practical.
The process of increasing the density of inlet charge to increase the power output of the
engine is called supercharging. The device used for increasing the pressure of air above
atmospheric pressure is called supercharger.
Supercharing is not suitable for S.I. engines since the engine develops the tendency to
detonation.
Advantages of supercharging are :
(i) Increased power output
(ii) Reduce weight to power ratio
(iii)Reduce the bulk of engine for locomotive and marine applications
(iv) To overcome loss of power at high altitudes
Types of compressors used for supercharging are :
(i) Engine driven superchargers.
(ii) Rotary blowers. (Root blower and vane type blowers)
(iii) Centrifugal compressors.
(iv) Turbochargers driven by exhaust gases of the engine.
A turbocharger utilises the heat energy of the exhaust of the engine to run a gas turbine
and the power output of turbine is used to run the compressor mounted on the same shaft as
the turbine.
This method is found suitable only for multicylinder high speed engines.
Power input to mechanically driven supercharger is given as :
Theory :
Q. 1What are the methods of improving the engine power output ? Which method is most suitable for I.C.
engines ? [Section 6.1]
Q. 2What do you understand by the terms “supercharging�? and “superchargers�? ?[Section 6.1.1]
Q. 3What are the effects of supercharging the I.C. engines ? [Section 6.1.2]
Q. 6Explain the need of supercharging and with a neat sketch describe any one type of
supercharger. [Sections 6.2 and 6.4.2]
Q. 7Why supercharging of S.I. engines is not very common ? [Sections 6.1.2 and 6.8.1]
Q. 8Why do C.I. engines have greater potential than S.I. engines for improvement in power output and fuel
economy as a result of supercharging. [Sections 6.8.1 and 6.8.2]
(i) Limitations of supercharging in S.I. and C.I. engines [Sections 6.8.1 and 6.8.2]
Q. 12Enumerate the methods of turbocharging and explain briefly constant pressure turbocharging. [Sections
6.10 and 6.10.1]
Q. 13What is supercharging of an I.C. engine ? What are the advantages and limitations of supercharging ?
Differentiate between mechanical supercharging and turbocharging.
[Sections 6.1.1, 6.1.2, 6.2, 6.8 and 6.8.2]
Q. 16State the types of compressors employed for supercharging. [Sections 6.3 and 6.4]
Q. 17Discuss the working of centrifugal compressor used as supercharger and discuss its
relative merits. [Section 6.4.3]
Q. 18Why the power output of an engine reduces at high altitudes compared to its rated output at sea level
? [Section 6.10]
Numericals :
Q. 1A four stroke engine operating at the sea level at 1200 rpm has B.P. of 300 kW. The mean inlet conditions
are 1 bar and 15C. The remaining data is as follows :
Q. 3A four stroke diesel engine 3 10 m capacity develops 14 kW/m of free air inducted per minute. Its
–.3 3 3
volumetric efficiency is 0.8 referred to free air conditions of 1.013 bar and 300 K when running at 3500
rpm. It is proposed to boost the power of the engine by using mechanically driven supercharger to a
pressure of 1.7 bar when its isentropic efficiency is 75%. Assuming that the air at the end of suction,
the volume of the charge is equal to its swept volume at a pressure and temperature equivalent to the
delivery of the supercharger, determine percentage increase in B.P. of the engine. Assume overall
efficiency is 80%.
May 2011
Q. 1Define Supercharging and give its advantages. Also explain the methods of Supercharging and
explain any of them. (Sections 6.1.1, 6.2 and 6.7)(7 Marks)
Dec. 2011
Q. 2List advantages and disadvantages of constant pressure turbo charging.(Section 6.10.1)(7 Marks)
May 2012
Q. 4State the objects of supercharging of IC engines and explain turbocharging.(Sections 6.2 and
6.5)(7 Marks)
Q. 5State the different methods of supercharging and discuss any two of them.(Sections 6.7)(7 Marks)
Dec. 2012
May 2013
Dec. 2013
Q. 8A 4-stroke diesel engine develops 100 kW at 1500 RPM when ambient condition is 1.013bar and
300 K with a volumetric efficiency of 80%.The amount of free air used by the engine is 7 kg/min.
Find the bore and stroke of the engine assuming L=D.
This engine is required to operate at an altitude of 3 km and is fitted with a blower for supercharging the engine
which is operated directly by the engine. The power required to run the blower is 8 kW. The temperature
of the air leaving the supercharger is 53C. Determine the excess air required to be inducted by the
blower to maintain the power output of 100 kW and delivery pressure of the blower. (Ex. 6.10.3)(7
Marks)
May 2014
Q. 9What is supercharging of an I.C. Engine ? What are its objectives ?(Section 6.1.1 and 6.2)(7
Marks)
Dec. 2014
Q. 10State various methods of supercharging. Describe any two of them.(Section 6.7)(7 Marks)
Dec. 2015
Q. 11What is meant by pulse turbo charging? What are its advantages and disadvantages? (Section
6.10.2)(7 Marks)
May 2016
Q. 12Explain with neat sketch the pulse turbocharging (Buchi Type).(Section 6.10.2)(7 Marks)
(1)Power output
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