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CHAPTER Supercharging and

Turbocharging of I.C.
6 Engines

6.1 Methods of Improving the Engine Performance and Supercharging :


An engineers task is always to improve the performance of an engine of a given size
and capacity. The various methods which can be employed for improvement of performance
of an engine are:
(i) Increasing speed of the engine.
(ii) Use of higher compression ratios.
(iii) Utilisation of exhaust gas energy.
(iv) Use of two stroke cycle.
(v) Increasing charge density.
(i) Increasing speed of the engine :
 As regards the increase in speed is concerned, the increase in speed would
result into increase in air inducted per unit time, thereby, increasing the power output.
 But the increase in speed also increases the friction losses and after a certain
limit of speed it reduces the volumetric efficiency.
 Apart from this the increased speeds of the engines necessitates a rigid and
robust engine due to increased bearing loads and inertia forces.
 However, at a given speed the engine power output can be increased by
increasing the fuel supplied per cycle but it has a limit on power since the utilisation
of fuel inducted depends on the amount of air available in the engine before the
commencement of the compression stroke.
 Therefore, this method can only be employed if the amount of air inducted
during the suction stroke can be increased.
(ii) Use of higher compression ratios :
 The use of higher compression ratio would result in higher thermal efficiency
because of better conversion of energy of fuel into mechanical work.
 The increase in compression ratio also increases the maximum pressures
developed in the engine cylinder requiring more robust engine, therefore, the weight
to power ratio is increased.
 The highest useful compression ratio (HUCR) of an engine are limited due to
knocking and detonation problems.
 It is obvious that the compression ratio can only be increased upto a certain
limit.
(iii) Utilisation of exhaust gas energy :
 The high temperature exhaust gases have considerable amount energy which
goes out as waste energy.
 However, utilisation of this energy has been successfully employed to increase
the power output of the engine in practice by running an exhaust gas turbine coupled
to an engine.
(iv) Use of two stroke cycle :
 In case of engines working on two stroke cycles, it will have theoretically the
power output double that of the engine working on four stroke cycle for the same speed
and capacity of the engine.
 But the actual power obtained is considerably reduced due to escape of fresh
charge during scavenging process.
 Other practical difficulties faced while working with engines on two stroke
cycle are cooling problems, low thermal efficiency, low volumetric efficiency etc.
Therefore, this method is also not suitable from practical considerations.
(v) Increasing charge density :
By increasing the charge density, the mass of air or mass of fuel and air inducted per cycle
can be increased which in turn increases the power output of the engine.
 The charge density can either be increased by either lowering the charge
temperature or by increasing the charge pressure.
 In order to lower the temperature of charge, it necessitates a complicated
arrangement of a heat exchanger which is found to be uneconomical in practice because
of increased cost and bulk of the system.
 The other method of increasing the charge pressure is found to be most suitable
and practical method which involves the process of induction of air or charge at a
pressure higher than the atmospheric pressure.
 It improves the charge density, volumetric efficiency and power output of the
engine.
6.1.1 Definition of Supercharging and Supercharger : (GTU - May 2011, May 2013, May 2014)
 The process of increasing the inlet air or charge density in order 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.
6.1.2 Effect of Supercharging :
 The induced charge by the supercharger during suction helps in better mixing of fuel
and air during its compression stroke due to the turbulent effect created by the supercharger
and the increased temperature helps in vaporisation of fuel.
 The increase in temperature of charge, however, reduces the charge density and it is
detrimental in case of S.I. engine since it develops the tendency to detonation.
 Another effect of supercharging is that the power is required to drive the supercharger
except in case of turbocharger, which is usually driven by the engine consequently, it partly
offsets the gained power output due to supercharging.
 Fig. 6.1.1 shows the difference between the theoretical (p-V) diagrams of an naturally
aspirated (unsupercharged) engine and the supercharged engines the difference between
the two are :
(a)Increased pressures over the naturally aspirated engine cycle.
(b)Pumping loop of supercharged engine is positive, therefore, the work output equivalent to
this area is to be added instead of being substracted.

Fig. 6.1.1 : (p-V) diagrams of naturally aspirated and supercharged engines

For naturally aspirated engines,

For supercharged engine,


Therefore, we get increased indicated mean effective pressure with supercharged engine,
it is due to the increased amount of air inducted during the suction process. It results into
increased power output of the engine.
6.2 Objectives of Supercharging : (GTU - May 2011, May 2012, May 2014)
The purpose of supercharging an engine are :
(i)To increase the power output of the engine by increasing the density of charge at intake.
(ii)To reduce the weight to power ratio. It is very useful in case of aircraft, racing cars and marine
applications.
(iii)To overcome the loss of power at high altitudes either in case of static engines or in case of
aircraft applications. The loss of power of an engine is estimated to be 1% per 100 metre of
altitude.
(iv)To reduce the bulk of the engine where weight and space are important considerations like in case
of locomotives and marine engines.
6.2.1 Effect of Supercharging on Power Output, Mechanical Efficiency and Fuel
Consumption : (GTU - Dec. 2011, May 2016)

Effect of Supercharging of engines compared to naturally aspirated engine are :

(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.

Fig. 6.4.3 : Centrifugal compressor


 From the impeller the air enters into the fixed diffuser blades which are so shaped as to
give an increased area of passage to the air passing through. It causes the reduction in velocity
of air leaving the impeller blades with further increase in pressure.
 A pressure ratio upto 4 : 1 can be achieved in case of single stage centrifugal
compressors.
 Centrifugal compressors can handle large volume flow rates with low power
requirements.
 Its maintenance is negligible.
 It is light in weight with low initial cost.
 But such compressors need slip coupling between the engine and compressor for the
variable speed operations of the engines.

Advantages :

(1) Power required is less for given pressure ratio.


(2) Can handle small to large volumes of air.
(3) Initial cost and maintenance cost is low.
(4) Weight /m3 of air handled is low.

Disadvantages :

(1)Space requirement is high.


(2)Slip coupling between engine and compressor is necessary for its variable speed operation.
6.5 Turbochargers : (GTU - May 2012, May 2013)
 In case of internal combustion engines it is desirable to expand the high pressure, high
temperature gases of the cylinder after combustion to the minimum possible pressure for
maximum power output.
 However this expansion is limited due to practical considerations such as piston stroke,
pumping losses, heat transfer losses and the requirement of expelling the burnt gases from
the cylinder and allowing the fresh charge to be admitted.
 Due to limited expansion of gases the temperature of exhaust gases is high and these
gases carry away lot of energy as wasteful energy.
 In order to utilise the energy of exhaust gases and to limit the expansion stroke of gases
in cylinder to reduce its size, these exhaust gases are further allowed to expand in a gas
turbine and its work output is utilised to drive a supercharger coupled to the gas turbine
called turbocharger. The general arrangement of turbosupercharger system is shown in Fig.
6.5.1.

Fig. 6.5.1 : Arrangement of turbo supercharger


 In case of single cylinder engines the turbocharging is usually not employed due to
cyclic fluctuations of the pressure in the exhaust pipe.
 The system is found to be suitable for multicylinder engines having four or more
number of cylinders.
 Various arrangements are used for connecting the exhaust pipes to turbochargers.

Turbocharging and intercooling :

 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

 Actual work of compression,

The power required to run the compressor,

The supercharger can be driven in the following manner :

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

6.7.3 Coupled Engine, Compressor and Turbine Supercharger :


 The arrangement for coupled engine, compressor and gas turbine supercharger is shown
in Fig. 6.7.3.
 In this method, the turbine is coupled to engine through step up gearing which drives
the compressor mounted on the same shaft.
 The advantage of this system is that if the turbine output is not sufficient to run the
compressor particularly at part load running of the engine, the extra power required to run
the compressor is taken from the engine.
 Another advantage of this arrangement is that the excess power developed by turbine
over the compressor power, it can be fed to the engine load.

Fig. 6.7.3 : Coupled engine, compressor and turbine


6.7.4 Gear Driven Supercharger and Free Turbine :
 This arrangement is shown in Fig. 6.7.4.
 In this method, the compressor is driven through step up gearing by the engine and the
engine exhaust gases drive the power turbine separately.
 Such plants are also called as free piston engines
 In this method, the thermal efficiency of the plant depends on the boost pressure ratio.
Due to this its thermal efficiency is reduced at part loads. Also, at low loads the engine
exhaust has to be blown off to surroundings since the power turbine cannot run below certain
compressor pressures.

Fig. 6.7.4 : Gear driven supercharger and free turbine


6.8 Limitations of Supercharging :
Though the power of the engine can be increased by increasing the intake pressures of a
given capacity of the engine cylinder. But, an infinite increase in pressure of intake air is not
possible for the following reasons :
(i)Increase in intake pressure increases the maximum pressure attained in the cylinder. This increases
the weight of the cylinder since the engine has to be designed to withstand higher pressures.
(ii) Increased maximum pressures in the cylinder tend to increase detonation tendency in case of S.I.
engines.
(iii)Higher peak pressures increase the friction losses.
(iv) Higher peak pressures increase the bearing loads and the frictional losses.
(v) Increased intake pressures results into increased mass of air per cylinder, requiring corresponding
increase in fuel supply. Burning of fuel results into higher peak pressures and temperatures,
therefore the engines needs elaborate cooling arrangement to keep the temperatures of cylinder
walls within practical limits. Excessive supercharging may result into higher mean cylinder
wall temperatures and it may cause the melting of piston top and pre-ignition problems.
(vi)Higher peak temperatures will lead to higher exhaust gas temperatures. It causes overheating of
exhaust valves.
For the above reasons the supercharging pressures are usually limited upto 1.6 bar pressures in case
of I.C. engines.
6.8.1 Limitations of Supercharging in S.I. Engines :
 Knocking tendency in S.I. engines increases with the increase in pressure temperature,
compression ratio and density of charge (air + fuel) and the mixture strength.
 The compression ratio in S.I engines is limited from knock and detonation
considerations for a given octane rating of fuel to be used.
 If this engine is supercharged, the increased induction pressures will increase the peak
pressure and temperatures causing the engine to detonate.
 Alternately, the compression ratio of the engine needs to reduced with supercharged
engines. But, the reduced compression ratio reduces the power output and thermal efficiency
of the engine with increased s.f.c.
 For the above reasons the S.I. engines are usually not supercharged except for the
following cases :
1. For compensation of reduced pressure at high altitudes in case of static engines and
aeroplane engines.
2. For increased power requirements at the time of take off in aero engines on the expense of
high fuel consumption. However, it is required for short duration of time.
6.8.2 Limitations of Supercharging in C.I. Engines :
 The factors which tend to increase detonation in S.I. engines, the same factors tend to
decrease the knocking in C.I. engines.
 Therefore, the increased induction pressures due to supercharging help to suppress the
knocking tendency in C.I. engines, and improve combustion characteristics for this
reason, supercharging is preferred and usually employed in C.I. engines for capacity of 75
kW and above power.
 Supercharging in these engine improves power output, thermal efficiency and it can use
inferior fuels with low cetane rating.
 However, limit of supercharging in C.I. engines is limited from considerations of peak
pressures and temperatures, thermal stresses developed, mean temperatures of cylinder wall
temperatures and loads on bearings etc. Fuel economy is the another consideration in
deciding the use of superchargers.
6.9 Performance of Engines at High Altitude :
Engines designed for sea level conditions will develop lesser power at high altitudes since
the air becomes rarefied with the increase in altitude.
It is estimated that the pressure and temperature of air decreases by the following relation
:
(i) Temperature decreases by 5C per kilometer....(6.9.1)

where, ‘h’ is altitude in meters


Tm = mean temperature of sea level and altitude temperatures in Kelvin.
Due to the decreased pressures and temperatures at high altitudes, the density of charge
in case of S.I. engines and the density of air in case of C.I. engines reduces.
As a result the mass of the charge inducted per stroke into cylinder reduces, hence, the
power developed by the cylinder reduces.
To overcome this power loss, engine needs to be supercharged at high altitudes.
6.10 Methods of Turbocharging :
Turbochargers are extensively used now a days for supercharging of all types of two
stroke and four stroke engines.
There are various methods of turbocharging. Important methods of turbocharging are :
(i) Constant pressure turbocharging
(ii) Pulse turbocharging (Buchi - Type)
(iii) Pulse converter turbocharging.
Above methods are discussed in detail below :
6.10.1 Constant Pressure Turbocharging :
Schematic diagram of a constant pressure turbocharging is shown in Fig. 6.10.1.
 In this method the exhaust of all the cylinders are released to common exhaust
manifolds from where it supplied to run the gas turbine.
 It could be seen that the exhaust pressure of all the cylinders is constant and above the
atmospheric pressure. The exhaust manifold is made big in size to absorb any pressure
pulsations.
The system is very efficient in operation.
Fig. 6.10.1 : Constant pressure turbocharging

Advantages of constant pressure turbocharging : (GTU - Dec. 2011)

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.

Disadvantages : (GTU - Dec. 2011)

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.

Fig. 6.10.2 : Pulse Turbocharging

Advantages of pulse turbocharging :

1. Space required is less due to short and small diameter pipes.


2. The recovery of exhaust blow down energy is efficient.
3.Comparatively better scavenging is obtained at low loads due to reduced pressure in exhaust pipes.
4.Requirement of rapid acceleration of the turbocharger with increased sudden load on the engine
can be easily met because the large amount of extra energy can be fed to the turbine without
and delay.

Disadvantages of pulse turbocharging :


1. With high turbine pressure ratio, the recovery of energy is poor. Pressure ratio for turbine is limited
two.
2. Engine with large number of cylinders requires complicated intake and exhaust pipe arrangement.
3. Poor turbine efficiency is obtained in case of one or two cylinder.
4.Scavenging process is disturbed if the waves have to travel through long exhaust pipes to turbine.
6.10.3 Pulse Converter Turbocharging :
 Pulse converter turbocharging system has the advantages of both constant pressure and
pulse turbocharging system and avoids the drawbacks of both.
 A constant pressure system requires the steady flow conditions for its efficient
operation while suffers from difficult scavenging.
 A pulse turbocharging system operates at low efficiency due to partial operation,
however, it provides efficient operation and better scavenging at part loads compared to
constant pressure system.
 The advantages of both system as enumerated above are achieved in pulse converter
turbocharging system by connecting the different branches of exhaust manifolds together in
a specially designed venturi junction before entry to turbine.
This venturi junction is called pulse converter.
Schematic diagram of the pulse converter turbo charging system is represented in Fig.
6.10.3.

Fig. 6.10.3 : Pulse converter turbocharging

 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. :

Given :I.P. = 10 kW/m3 of free air, Vs = 3.2 litre = 3.2  10–3 m3 ,


N = 3400 rpm, v = 80% = 0.8, p1 = 1.013 bar,

ad = 75% = 0.75, m = 0.8

(i) Unsupercharged engine :

Actual volume of air inducted,

(ii) Supercharged engine :

Blower delivery pressure, p2 = p1  pressure ratio


= 1.013  1.75 = 1.7728 bar
Temperature of air after adiabatic compression in blower
 Actual temperature of air after compression in blower,
T2 = 360.73 K
It is given that the blower delivers the air equal to swept volume of 5.44 m3/min at 1.7728
bar and 360.73 K.
Equivalent volume of air surrounding conditions of p1 = 1.013 bar and
T1 = 293 K can be calculated as follows :

 Increase in volume per min inducted into the cylinder

 Increase in I.P. from air induced = 10  3.3808 = 33.808 kW


Increase in I.P. due to increased suction pressure

= 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

Power required to run the blower,

 Net increase in B.P. of the engine


= Increase in B.P. – Power required to run the blower
= 32.56 – 13.21 = 19.35 kW ...Ans.
Ex. 6.10.2 :A diesel engine operating on four stroke cycle is to be designed to operate with following characteristics
at sea level, where the mean conditions are 1.032 bar and 10 C, brake power = 260 kW, volumetric
efficiency = 78% (at sea level free air conditions) brake specific fuel consumption = 0.247 kg/kWh,
speed = 1500 rpm, A/F ratio = 17:1.

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 32C. 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

Altitude, h = 2700 m, p1 = 0.72 bar, T2 = 32 C = 305 K


Power required by supercharger = 0.08  Total or gross power

(a)Engine capacity, Vs and brake mean effective pressure, pmb as unsupercharged engine
at sea level :

But, po vo = mo RTo

 Swept volume, Vs = Vo = 0.02451 m3 ...Ans.


pmb = 8.4862  105 N/m2 = 8.4863 bar ...Ans.

(b)When the engine is supercharged :


Net power remains same, therefore the gross power to be produced will be the algebraic
sum of net power and the power required to run the supercharger, therefore,
Gross power = Net power output + Power required to run the supercharger
Gross power = 260 + 0.08  Gross power

Let p2 is the pressure of air leaving the super charger. Then,

p2 = 1.20694  105 N/m2 = 1.20694 bar


 Increase of pressure required,
p = p2 – po = 1.20694 – 1.032
= 0.17494 bar ...Ans.

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 53C.
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.

(GTU - Dec 2013, 7Marks)

Soln. :
B.P. = 100 kW, N = 1500 rpm, p0 = 1.01 bar, T0 = 300 K

Power required to run the blower, P1 = 8 kW, T2 = 53C = 328 K


1.Dimensions of cylinder

D = 0.233 m = 23.3 cm = L …Ans.

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

Mass inducted cycle,

p2 = 1.1939  105 N/m2 = 1.1939 bar …Ans.


Additional mass to be inducted
Ex. 6.10.4 :A supercharger driven through gears by a four stroke, four cylinder engine of
0.8 litre capacity is shown in Fig. P.6.10.4. The compressor receives air at surrounding conditions of 1
bar, 300 K and the compressor compresses the air upto a pressure of 1.7 bar. The compressed air is
passed through a cooler where 24 kJ/s of heat is rejected. The air leaves the cooler at a temperature
of 340 K. A part of the cooled air is bled from exit of cooler to supercharge the engine. The volumetric
efficiency of engine is 88% based on suction conditions.

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 :

(i) I.P. and i.m.e.p. of the engine.

(ii) Rate of air consumption in kg/min.

(iii) The capacity of compressor in kg/min.

Fig. P. 6.10.4

Soln. :

Given : Swept volume of engine, Vs = A.L. = 0.8 litre = 0.8  10– 3 m3


Heat rejected in air cooler, Qr = 24 kJ/s, v = 0.88, m= 0.85,
N = 3000 rpm, B.P. = 60 kW

(i) To find I.P. and i.m.e.p. of the engine :

i.m.e.p. = 8.825  105 N/m2 = 8.825 bar ...Ans.

(ii) Rate of air consumption in kg/min :


Total volume of air swept per min

Actual volume of air sucked,

Since, p = pa RT

 Mass of air supplied to engine

(iii)The capacity of compressor in kg/min :

Energy balance for air cooler can be written as :

Dividing Equation (i) by Equation (ii), we get,

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. :

Given :Naturally aspirated engine : i.m.e.p. = 11 bar,


i.m.e.p. of pumping = 0.5 bar,p1 = 0.975 bar, T1 = 340 K,
p0 = 1 bar, T0 = 290 K, p2 = 1.5 bar
Temperature rise during suction = 50C

For isentropic compression in blower :

= 325.6 + 50 = 375.6 K...(ii)


From Equations (i) and (ii), we get,

The ratio of mass inducted is also proportional to their ratio i.m.e.p. Therefore,

 For naturally aspirated engine,


But, (i.m.e.p.)1 = i.m.e.p. of engine – i.m.e.p. for pumping loss
= 11 – 0.5 = 10.5 bar
 (i.m.e.p.)2 of supercharged engine = 1.7  10.5 = 17.85 bar
The power developed is proportional to the indicated mean effective pressure. Therefore,
percentage increase in power after supercharging
Ex. 6.10.6 :Two identical four stroke engines are fitted to two vehicles of the same dimensions having a swept
volume of 3.0 litres with following specifications :

Determine the following :


(a) Type of engine used

(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. :

Given :Vs = 3.0 litre = 3  10– 3 m3


(a) The given compression ratio for both the engines is less than 10, it implies that the given engines
are petrol engines working on otto cycle....Ans.
(b) Naturally aspirated engine :
i.e. i = 0.2824

= 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 :

 i = r · a = 0.5  0.527 = 0.2635

Since the specific mass remains the same, it follows that :


(Specific mass)1 = (Specific mass)2

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 25C and is passed on to a cooler where 1210 kJ per min. of heat is rejected.
The air leaves the cooler at 65C 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 :

(i)The indicated mean effective pressure of the engine


(ii)The air consumptions rate of the engine

(iii)The air-flow into compressor in kg per min.

Soln. : Refer Fig. P. 6.10.7.

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,

Work supplied in kJ/min to compressor (Equivalent to B.P.)


= Gain in enthalpy of air in the compressor

By energy balance for air cooler we can write,

On dividing Equation (i) by Equation (ii) we get,

1.557 ( T2 – 338 ) = ( T2 – 298 )


T2 = 409.8 K
From Equation (ii),

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 :

Methods of supercharging are :

1. Supercharger driven separately by a motor or any other prime mover.


2. Gear driven super charger.
3. Turbocharger.
4. Coupled engine, compressor and turbine supercharger.
5. Gear driven supercharger and free turbine.
 Limitations of supercharging due to increased peak pressures are :
(i)Increased weight.
(ii)Detonation in S.I. engines.
(iii)Increased frictional losses.
(iv)Increased bearing friction losses and the load on the bearing.
(v)Melting piston top and preignition.
(vi)Overtheating of exhaust valves.
 At high altitude the temperature and pressure is given by the relation :
(i) Temperature, T = T0 – Altitude in km  5

 Supercharging is employed to overcome the loss of power of an engine at high altitudes


due to decreased p and T.
 Methods of turbocharging are :
1. Constant pressure turbocharging
2. Pulse turbocharging
3. Pulse converter turbocharging
Exercise
[ Note : For answers refer the section numbers indicated in bracket. ]

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. 4Discuss the objectives of supercharging of engine. [Section 6.2]

Q. 5Write a short note on difference between supercharger and turbocharger.


[Sections 6.1.1, 6.3 and 6.5]

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]

Q. 9Write short note on constant pressure turbocharging. [Sections 6.10.1]

Q. 10Discuss various methods of supercharging. [Section 6.7]

Q. 11Write short notes on :

(i) Limitations of supercharging in S.I. and C.I. engines [Sections 6.8.1 and 6.8.2]

(ii) Turbocharger [Sections 6.5 and 6.7.2]

(iii) Turbocharging - advantages and limitations. [Sections 6.5.1 and 6.5.2]

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. 14Enumerate the methods of turbocharging. Explain briefly the pulse turbocharging.


[Sections 6.10 and 6.10.2]

Q. 15Explain supercharging limits in C.I. engines. [Section 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 15C. The remaining data is as follows :

 = 82%, b.s.f.c. = 0.19 kg/kWh, A/F = 20 : 1


v

Calculate the required capacity and b.m.e.p.

The engine is fitted with a supercharger to operate at an altitude of 12800 m


(p = 0.65 bar). The power required by the supercharger is 10% of the total power produced by
the engine. The temperature of air leaving the supercharger is 30 C. The air-fuel ratio, the
thermal efficiency and volumetric efficiency remaining the same, calculate the increase in air
pressure required to maintain the same output.
[Hint : Refer Ex. 6.10.2]

[Ans. : v = 0.0319 m , b.m.e.p. = 28.214 bar, p = 0.1697 bar]


s
3
Q. 2A diesel engine working on four stroke cycle develops 100 kW at 1500 rpm. Engine sucks surrounding air
at 1.013 bar, 27C. It's volumetric efficiency is 80%. The mass flow rate of air is 7 kg/min. The engine
is required to operate at high altitude of 2500 m and it is fitted with a blower supercharger. The power
required to run the blower is
8 kW and the temperature of air leaving the supercharger is 330 K.If the power developed by the engine
is maintained at 100 kW at 1500 rpm.

Find the following :


(i) Actual mass flow rate of air when engine is aspirated.

(ii) Bore and stroke of the engine if L = D.

(iii) Actual mass of air when supercharged.

(iv) Delivery pressure air from blower.


[Ans. : (i) 8.75 kg/min, (ii) L = D = 0.233 m, (iii) 9.45 kg/min, (iv) 1.19 bar]

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%.

[Hint : Refer Ex. 6.10.1]

[Ans. : Increase in B.P. = 27.7 kW %, increase in B.P. = 47.1 %]


6.11 University Questions and Answers :

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)

Q. 3State the effect of super charging on following parameters.

(i)Power output(ii)Mechanical efficiency

(iii)Fuel consumption (Section 6.2.1)(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

Q. 6Describe with sketches the different methods of supercharging.(Section 6.7)(7 Marks)

May 2013

Q. 7What is supercharger ? Explain turbo-supercharger.(Sections 6.1.1 and 6.5)(7 Marks)

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 53C. 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)

Q. 13State effect of supercharging on following parameters.

(1)Power output

(2) Mechanical efficiency

(3)Fuel consumption. (Section 6.2.1)(7 Marks)

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