ABSTRACT

A turbo charger, 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 alone.
In passenger car applications drivability of the vehicle is of prime concern without
compromising on the emission norms and fuel efficiency. With the advent of common
rail diesel injection technology for passenger car in 1987, lot of interest has been
observed in the micro management of the fuel injection system. However, the control
of air flowing into the combustion chamber has been more or less on the macro level
(i.e. non-cycle specific). Although many concepts have been proposed, designed and
produced to increase air flow intake during transient conditions, there is scope to
reduce the turbo lag further and improve the drivability. An attempt has been made in
this work to reduce the turbo lag by three novel concepts.
INTRODUCTION

1.1 A naturally-aspirated engine

Is one common type reciprocating piston I.C engine that depends solely on
atmospheric pressure to counter the partial vacuum in the induction tract to draw
in combustion air. In a naturally aspirated engine; for combustion an air/fuel
mixture is drawn into the engines cylinders by atmospheric pressure acting
against a partial vacuum that occurs as the piston travels downwards toward
bottom dead center during the induction stroke. Due to restriction at intake track,
a small pressure drop occurs as air is drawn in, resulting in a volumetric efficiency
of less than 100 percent - and a less than complete air charge in the cylinder.

1.3 Turbo charger

fig 1.1.1.3

A turbocharger is a small radial fan pump driven by the energy of the exhaust
gases of an engine. A turbocharger consists of a turbine and a compressor on a
shared shaft. The turbine converts exhaust heat to rotational force, which is in
 turn used to drive the compressor. The compressor draws in ambient air and
pumps it in to the intake manifold at increased pressure, resulting in a greater
mass of air entering the cylinders on each intake stroke. The pressure in the
atmosphere is no more than 1atm, there ultimately will be a limit to the pressure
difference across the intake valves and thus the amount of airflow entering the
combustion chamber. Because the turbocharger increases the pressure at the point
where air is entering the cylinder, a greater mass of air (oxygen) will be forced in
as the inlet manifold pressure increases. The additional air flow makes it possible
to maintain the combustion chamber pressure and fuel/air load even at high
engine revolution speeds, increasing the power and torque output of the engine.
The increase in the inlet pressure of air by any means is called as boost.
1.1.1 History of turbochargers

During the First World War French engineer Auguste Rateau fitted turbochargers
to Renault engines powering various French fighters with some success. In1918,
General Electric engineer Sanford Moss attached a turbo to a V12 Liberty air
craft engine. The engine was tested at Pikes Peak in Colorado at 14,000 feet
(4,300 m) to demonstrate that it could eliminate the power losses usually
experienced in internal combustion engines as a result of reduced air pressure and
density at high altitude. Turbo chargers were first used in production aircraft
engines in the 1920s before World War II, although they were less common than
engine-driven centrifugal superchargers. The primary purpose behind most
aircraft-based applications was to increase the altitude at which the airplane could
fly, by compensating for the lower atmospheric pressure present at high altitude.
1.1.2.1 History in automobiles
The first turbocharged diesel truck was produced by Schweizer Maschinenfabrik
Saurer (Swiss Machine Works Saurer) in 1938.The first production turbocharged
automobile engines came from General Motors in 1962.The Y-body Oldsmobile
Cutlass Jet fire was fitted with a Garrett Air search turbocharger and the Chevrolet
Corvair Monza Spyder with a TRW turbocharger. At the Paris auto show in1974,
during the height of the oil crisis, Porsche introduced the 911 Turbo the world’s
first production sports car with an exhaust turbocharger and pressure regulator.
This was made possible by the introduction of a waste gate to direct excess
 exhaust gasses away from the exhaust turbine. The world's first production turbo
diesel automobiles were the Garrett-turbocharged Mercedes 300SD and the
Peugeot 604, both introduced in 1978. Today, most automotive diesels are
turbocharged.1962 Oldsmobile Cutlass Jetfire1962 Chevrolet Corvair Monza
Spyder1973 BMW 2002 Turbo1974 Porsche 911 Turbo1978 Buick Regal1978
Saab 991978 Peugeot 604turbo diesel1978 Mercedes-Benz 300SD turbo diesel
(United States/Canada)1979 Alfa Romeo Alfetta GTV 2000 Turbo delta1980
Mitsubishi Lancer GT Turbo1980 Pontiac Firebird
1.1.2 Operating principle

A turbocharger is a small radial fan pump driven by the energy of the exhaust gases
of an engine. A turbocharger consists of a turbine and a compressor on a shared shaft.
The turbine converts exhaust heat to rotational force, which is in turn used to drive
the compressor. The compressor draws in ambient air and pumps it in to the intake
manifold at increased pressure resulting in a greater mass of air entering the cylinders
on each intake stroke. The objective of a turbocharger is the same as a supercharger;
to improve the engine's volumetric efficiency by solving one of its cardinal
limitations. A naturally aspirated automobile engine uses only the downward stroke
of a piston to create an area of low pressure in order to draw air into the cylinder
through the intake valves. Because the pressure in the atmosphere is no more than 1
atm (approximately 14.7 psi), there ultimately will be a limit to the pressure
difference across the intake valves and thus the amount of airflow entering the
combustion chamber. Because the turbocharger increases the pressure at the point
where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as
the inlet manifold pressure increases. The additional air flow makes it possible to
maintain the combustion chamber pressure and fuel/air load even at high engine
revolution speeds, increasing the power and torque output of the engine. Because the
pressure in the cylinder must not go too high to avoid detonation and physical
damage, the intake pressure must be controlled by venting excess gas. The control
function is performed by a waste gate, which routes some of the exhaust flow away
from the turbine. This regulates air pressure in the intake manifold.
PROBLEM STATEMENT

The common problem with turbocharger is its turbo lag, which occurs when
the demand for an increase in power and the turbocharger providing intake pressure
and thus increase in power, this happens due to the time taken for build-up of exhaust
pressure.

OBJECTIVES
Aim of this research is to provide an insight into the heat transfer process
occurring within a turbocharger. In engineering it is usually adopted to determine the
coefficients in problems related with forced convection. So far, a similar approach
has not been used to characterize the turbocharger performance. The main benefit of
analysis is that the contribution of each parameter can rapidly be quantified.
Potentially this could be very useful to turbine designers and software developers in
the selection of turbochargers providing the best compromise in relation to the input
parameters. However, it must be considered that this method is valid and can be
applied as long as experimental data can be used for model validation.
Reductions of turbo lag by supplying additional mass of air during low speed
condition when torque demand is high. This would improve the drivability of the
vehicle and improve performance and fuel efficiency. As the AFR could be always
maintained below stoichiometric levels after providing suitable allowances for engine
geometry and temperature of fuel and air the emissions can be reduced.
LITURATURE REVIEW
Shriyas et al. (2007), [60] have reported using computational fluid dynamics

(CFD) methodology being applied to design the air intake system of the CRDI engine.
Reducing the pressure losses allow more air to enter into the combustion chamber of
the engine. Although increasing volumetric efficiency will improve accelerating
characteristics the same could pose negative effects while decelerating.

S. Rajakumar et al. (2011), [52] have used multiple injections and the
measured data show that while an optimum quantity of fuel in pilot injection reduces
NOx emission, the post injection fuel quantity and its dwell from main injection
lowers soot emission.

The basics of different types of diesel engine were studied. It was decided to
focus upon CRDI engines, its components and its control. As the parameters involved
are highly non-linear, mechanical systems to monitor the fuel supply for combustions
have their limitations. In “The Common Rail Diesel Engine” explained by Robert
Bosch (2009), the operation of CRDI engine is explained. The system consists of a
pre- pressure pump to deliver fuel to the high-pressure pump from the fuel tank. The
high pressure pump pumps fuel to the common rail, which has a pressure regulator
that controls the pressure of the fuel inside the common rail. The common rail is
connected to the fuel injectors through high pressure fuel lines and the high-pressure
fuel is readily available at all instants to the fuel injectors. The fuel injectors are
controlled by an ECU of the system and are activated just before the TDC of the
power stroke of each piston. The rate of flow, the pressure, the timing and the pattern
are controlled by the ECU, taking into account the various input parameters sent by
the following sensors: engine speed sensor, CAM position sensors, VGT sensor,
coolant temperature sensor, ambient temperature sensor and the accelerator sensor.
An optimal volume of fuel is injected into the combustion chamber which burns with
the high temperature air available in the combustion chamber to produce useful
mechanical energy, forcing the piston to the BDC. The different types of fuel injectors
and their injection pattern were explained in Delphi: Introduced new direct peizo
diesel. It explained that one of the keys to helping cleanup diesel emissions and
improving performance in recent years has been the piezo electric fuel injectors
developed by companies like Bosch, continental and Delphi. Previous injector
designs used electromagnetic solenoids to move the injector needle and feed fuel to
the combustion chambers. But in Piezo injectors, a stack of piece of crystals expands
when an electric current is applied. The Peizo actuators respond more precisely and
repeatedly providing more accurate fuel flow control. Robert Bosch (2009) the
common rail system (CRS) has been explained. It covers the common rail system
design, types and the different injector design.

Harry. L. Husted et al. (2009), [22] used a solenoid actuator injector that has
an out world –opening valve group to generate a hollow cones spray with a stable,
well defined recirculation zone to support spray guided stratification in the
combustion chamber. The test engine achieved significant fuel savings compared to
homogeneous stochiometric operation while showing the potential to be the best
value proper train solution to the innovative use of solenoid injector technology.

Lukas Lanskey (2008), [43] in diesel engine modeling and control, modeling of
different components of the diesel engine in Matlab simulink has been studied. Mark
wan (2005) has classified this turbo charges and noted its advantages and
disadvantages.
SYSTEM DISCRIPTION

Turbochargers are devices used for recovering part of the heat lost in exhaust gases to
increase the volumetric efficiency of the diesel engine. By directing the exhaust gases
to rotate a turban which is connected to the centrifugal compressor by means of the
common shaft to pump fresh air in to the combustion chamber at pressure higher than
normal atmosphere. As a result, engine size and weight can be reduced greatly leading
to the reduction of the weight of the car itself. This leads to better acceleration, braking
and handling.

3.9.1 TYPES OF TURBOCHARGER

(I) Fixed Geometry Turbocharger.

(II) Variable Geometry Turbocharger

3.9.1.1 FIXED GEOMETRY TURBOCHARGER:

This is a simplest form of turbo charger. In this turbo charger are used in engines of
passenger cars and commercial vehicle. As they are spinning at about 1 lakh rpm at full
load the design of the turbo should be done by taking lot of parameter into
consideration. But they are poor performance is low speed low load condition.

3.9.1.2 PARALLEL TWIN TURBO

For engines above 2.5l it is better to use two smaller turbo charges instead of one big
one as smaller turbine reduces turbo lag. In ‘V’ shaped and boxer engines one turbo
serves each band. Some twin turbo engines are arranged in such a fashion so that
exhaust gases from one bank of cylinders drives a turbo which feeds the intake of
another bank. This concept which is called as feedback loop helps in balancing the
power output between the two bands. Most twin turbo engines have turbo charges that
operate independently and serving one band of cylinder. This setup is called parallel
twin turbo.
3.9.1.3 SEQUENTIAL TWIN TURBO

In alternate arrangements used in latest luxury models has sequential twin turbo which
improve response and reduce turbo lag further. The turbo operates sequentially so that
all the limit quantity of exhaust gas available during low speed drives one of the small
turbines keeping the other one idle. This paves the way to accelerate quickly. When the
exhaust gas flow sufficient amount to drive both turbo the exhaust gases are directed to
spin the second turbo also. And maximum output is developed from both the turbo. But
sequential twin turbo requires very complicated connection of pipes.

3.9.1.4 LIGHT PRESSURE TURBO CHARGING

In light pressure turbo charging the engine is equipped with smaller turbo
providing lighter boost pressure. Although the peak power is lower from the engines
filled with this kind of turbo the engine develops strong stroke aiding good acceleration
response. The drivability is much better due to reduction of turbo lag. The better torque
curve enables taller gearing that delivers better fuel economy than the naturally aspired
engines with the same displacement.

3.9.2 VARIABLE GEOMETRY TURBO CHARGER:

Figure 3.6 Variable geometry turbocharger (Adopted from forced induction)

VGT is variable geometry turbocharger used in the air circuit of a common rail diesel
engine. The geometry of the turbocharger is varied by a signal from the ECU. When
the speed of an engine is low, the quantity of exhaust gases which drive the
turbocharger is also low. When the engine needs to be accelerated from low speeds,
the first input parameter change the system receives is the accelerator thrust. When the
accelerator thrust signal changes, the ECU immediately responds by commanding the
injector to supply more fuel to the combustion chamber. The ECU also orders the VGT
to change the geometry so that the exhaust gases could spin the turbine to higher speeds
and to deliver more air into the combustion chamber of the engine, so that the desirable
air fuel ratio is achieved to burn the fuel in the combustion chamber. But, in spite of
the geometry variation in the turbo charger, because of low volume of exhaust gases
available, the speed of the turbine does not increase instantaneously. It takes at least
three seconds in a typical 1.5 lt. CRDI diesel engine, to achieve desirable power output.
This time lag is called turbo lag. At this point there is more unburnt fuel in the exhaust
which can be seen in the form of soot. So, reducing the turbo lag becomes important
to improve drivability, to reduce fuel consumption and reduce undesirable exhaust
emissions.
3.10 TURBOLAG

3.10.1 VGT AND ITS EFFECTS ON REDUCING TURBOLAG

Figure 3.7 Air flow of Common Rail Direct Injection Diesel Engine

Turbochargers are used in diesel engines for recovering part of the heat lost in the
exhaust gases and boosting the power output of the engine with the same displacement.
In the past few years, in order to improve the efficiencies and to reduce pollution,
complex systems like variable geometry turbo charger (VGT) and fixed Geometry
Turbocharger (FGT) were fitted with high pressure and low pressure EGR
[20].

VGT is variable geometry turbocharger used in the air circuit of a common rail
diesel engine. The geometry of the turbocharger is varied by a signal from the ECU.
When the speed of an engine is low, the quantity of exhaust gases which drive the
turbocharger is also low. When the engine needs to be accelerated from low speeds,
the first input parameter changes the system receives is the accelerator thrust. When
the accelerator thrust signal changes, the ECU immediately responds by commanding
the injector to supply more fuel to the combustion chamber. The ECU also orders the
VGT to change the geometry so that the exhaust gases could spin the turbine to higher
speeds and to deliver more air into the combustion chamber of the engine, so that the
desirable air fuel ratio is achieved to burn the fuel in the combustion chamber. But, in
spite of the geometry variation in the turbo charger, because of low volume of exhaust
gases available, the speed of the turbine does not increase instantaneously. It takes at
least three seconds in a typical 1.5 lt. CRDI diesel engine, to achieve desirable power
output. This time lag is called turbo lag. At this point there is more unburnt fuel in the
exhaust which can be seen in the form of soot. So, reducing the turbo lag becomes
important to improve drivability, to reduce fuel consumption and reduce undesirable
exhaust emissions.

3.11 EXISTING METHODS FOR CONTROLLING TURBOLAG

3.11.1 RELEASING THE ACCESSORIES:

One of the common methods used to increase low end torque in common rail diesel is
to switch off the air conditioner compressor [27] when abrupt accelerator thrust values
are received by the ECU from the accelerator sensor. As the A/C compressor and
alternator are directly coupled to the engine this action releases the torque already
utilized by the A/C to increase the torque available at the fly wheel; which produces
additional acceleration of the vehicle. This increases the drivability of the vehicle;
although there is no immediate reduction in turbo lag. As the ECU of the CRDI engine
is able to switch on/ off the air conditioner, this additional torque is released during the
period. This technique is followed in most CRDI passenger vehicles.

3.11.2 ELECTRIC SUPER CHARGING

AVL an automotive research group has come out with a concept of electric super
charging, where an electric super charger is connected in parallel to the turbo charger,
in the air circuit of the CRDI engine [59]. When acceleration is needed, the super
charger is commanded to increase the speed from 5000rpm to about 70000 rpm which
is achieved in about 1/3rd of a second, which is very good [31]. In this method the
reduction of turbo lag is achieved by injecting air in the inlet manifold [19]. On
simulating a four-cylinder direct injection, turbo charger (radial turbine and centrifugal
compressor) with air injection in the inlet manifold, the results were extremely good.
The simulation was done for three conditions.

i) Normal Airflow from turbocharger

ii) Additional Airflow to inlet manifold at 2.5 bar

iii) Additional Airflow to inlet manifold at 3 bars.

The turbo lag was reduced from about four seconds to less than one second.
The power response also increased significantly.

However, the negatives are, it requires about 350 amps of 12 Volt DC current for
achieving this speed within that time. A normal battery fitted in a mid-sized vehicle
powered by a 1.5 to 2 lit. CRDI engine cannot support this super charger. An additional
Li - Al battery is needed for the purpose which could be prohibitive for a small/medium
size passenger vehicle.

3.11.3 POWER ASSISTS SYSTEMS

A turbo charger power assist system (TPAS) has been developed [38]. The extent to
which the system can reduce the diesel engine turbo lag is determined via the numerical
solution of a minimum time optimal control problem.

A previously developed model of a diesel engine with VGT & EGR is augmented with
the model of a permanent magnet synchronous motor (PMSM) to create the model
turbo electric assist system (TEA) [20]. A TEA system has been able to improve
acceleration performance, reduce turbo lag, reduce soot emissions and improve fuel
economy [37].
Mitsubishi Heavy industries have designed a hybrid turbo charger based on the above
principle and tested on a 2L engine. Test results were extremely encouraging with
efficiency increasing to about 8-12% [56]. The turbo lag was reduced from 4 seconds
to about 1.3 seconds. However, the system requires a 72 volt battery whereas the
passenger car are normally fitted with a 12 volt battery.

Hence, a novel concept by which additional air directly injected into the combustion
chamber is proposed.

3.11.4 SUPER CHARGER + TURBO

Volkswagen introduced twin charger system that connects a super charger in

series. Super chargers are good for low end output have poor efficiency at high rpm
while turbo chargers are efficient at high rpm but poor performance at lower rpm. In
this setup the super charger provides most of the boost pressure. This in turn speed up
the turbo charger and it reaches its operating range more quickly. At about 1500 rpm
both charges contribute the same boost pressure with the total of 2.5 bar. At this speed
the turbo charger alone can contribute only 1.3 bar. At higher speeds a bypass valve
depressurizes super charger gradually.

Figure 3.8 Super charger + Turbocharger (Adopted from forced induction)

The advantage of the system is performance is very good and specific fuel
consumption is less by 20% and the main disadvantage is the design of the system is
quite complicated. As power is derived from the engine to run the super charger, the
performance of the engine at high load low speed condition is not satisfactory.

Heat conducted through the turbine casing

The heat flux through the turbine casing represents the amount of heat that is dissipated
by the gas before expanding in the rotor. A good evaluation of the heat conducted is
therefore important to the overall success of the simulation. The heat conducted through
the turbine casing in the three measuring locations (Engine, Top and External side).
Due to the large scatter of the calculated points, a zone of actual heat conduction was
drawn to aid comparison. The averaged values for the heat conducted in the three
measuring locations was then calculated (blue diamonds) together with the best fit line
(solid blue curve). Despite the simplicity of the turbocharger model, the computed heat
conduction (solid red line) falls well within the actual heat conduction area. The model
prediction follows the measured trend line with reasonable accuracy. Although the
discrepancy between calculated and measured values can go up to ± 18%, the overall
averaged deviation over the entire range of exhaust gas temperatures remains low,
(refer to Table 4). This seems to confirm the effectiveness of the assumptions made on
the set up of the turbocharger model, particularly if one considers the large range of
temperatures evaluated (≈450 K to ≈950 K) and also the significant assumptions made
on the geometry of the turbocharger. The calculated deviation can be attributed to
several factors. First of all, the simplified geometry of the model does not take into
account the fact that the turbine casing comes as a whole die cast body with the exhaust
manifold. This leads to a temperature distribution difficult to predict locally. Another
factor contributing to the overall deviation is that, within the model the wall thickness
of the turbine was assumed to be uniform. This is not the case since the wall thickness
of turbine housing varies a consequence of the manufacture process and design
requirements.
Compressor exit temperature and non-adiabatic efficiency
The outcomes of the model prediction for the compressor exit temperature and
compressor non-adiabatic efficiency is reported here. Table 5 shows the computed
values for the compressor efficiency and exit temperature compared with the
experimental results. The simulation results are plotted in Fig. 17 where the
compressor adiabatic efficiency and the corresponding exit temperature are also
included for comparison.
From Fig. 17, it can be noticed that the model prediction for the compressor exit
temperature is very good. The predicted exit temperatures closely follow those
measured experimentally, with a difference no larger than few degrees. The absolute
difference (refer to Table 5) for the predicted exit temperatures is not larger than 5 K
and on the overall the averaged deviation from the experimental data is ≈2.5 K. This
is only slightly above the uncertainty range associated with experimental
measurements and it shows the effectiveness of the assumptions made on the model
geometry and the occurring heat fluxes. Nevertheless, such a good prediction does
not correspond to an equally good prediction for the compressor efficiency. On the
efficiency side the model prediction seems to be less accurate than that exhibited for
the temperature. The scatter of data of the computed efficiency from that measured
experimentally remains within ≈3 percentage points for most of the operating
conditions considered here. This can mainly be attributed to the error propagation
associated with the computed exit temperature that makes the predicted non-adiabatic
efficiency to deviate more from that measured experimentally. However, on the
overall, the prediction for the compressor non-adiabatic efficiency remains within an
acceptable range and it enables to extend our simulation to different operating
conditions with good degree of confidence.

Materials for turbocharger components

 Turbocharger dimensions
Component Dimensions
(mm)
Turbine rotor diameter 48
Compressor rotor diameter 52
Turbine rotor length 18.5
Compressor rotor length 26
Bearing spindle length 31
Bearing spindle diameter 8
Compressor mounting length 28

STATISTICAL ANALYSIS
In order to complete the analysis on heat transfer, the data generated by the
model was used to assess the compressor non-adiabatic performance by means of a
regression analysis.
In order to perform the regression analysis, the following steps were taken:

1. Identify the minimum number of parameters that better describe the compressor
efficiency in non-adiabatic conditions,
2. Perform the multiple regression analysis, determine the regression coefficients and
evaluate the goodness of fit through the evaluation of conventional fit parameters,
3. Discuss the consistency of the regression response with the experimental findings and
assess the capability of the statistical approach for the calculation of the compressor
efficiency.

2.1 Parameters definition

In order to run a statistical analysis a number of significant parameters,
responding to Eq. (8), must be identified.

(8)

where xi are the explanatory variables (independent parameters) and is the response
variable. In a compressor map, a given point is uniquely defined by a pair of non-
 dimensional parameters selected amongst efficiency, pressure ratio, mass flow and
speed. For the purpose of this research the pressure ratio PR and the rotational speed
given in terms of Mach number were selected. However, a third parameter accounting
for the heat transferred to the compressor must be included in the analysis. This was
identified in the form of “temperature parameter”. A more detailed description of the
parameters can be found below:

1. Pressure ratio (PR): in order to determine a point in a conventional compressor map,

at least two parameters must be known. The pressure ratio was identified as an
independent parameter. It is defined as the ratio between the stagnation pressures at the
inlet and exit to the compressor as given in Eq. (9):

(9)

2. Mach number (M): this is the local Mach number at the exit to the impeller blade row.
The compressor impeller used for the current research has backward swept blades
(blade angle ) and the velocity triangle is given in Fig. 22. The ideal case
of a perfectly guided flow for radial blades was also considered here in order to quantify
the effects of blade geometry and slip on the overall compressor performance. The
absolute velocities for both the backward swept and radial blade impeller can be
calculated as given in Eq. (10) and Eq. (11).

(10)

(11)

where is the tangential velocity, the meridional component of the absolute

velocity and the slip factor calculated with the Stanitz correlation [16]. The Mach
number is then given in Eq. (12):
 Shabaan et al. [3] demonstrated that the parameters that are relevant to the heat
transfer process within a compressor are the peripheral Mach number (
), the flow coefficient ( ), the slip factor and the
blade angle at the impeller outlet ( ). It can be demonstrated that the local Mach
number M2, adi is a function of all the parameters indicated above and it can be
developed to yield to Eq. (13):

where

is defined as the work input factor [17] and for , , and Eq.(13) reduces
to the particular case of a perfectly guided radial blade impeller:

Eq. (13) and Eq. (15) were obtained for backward swept (with ) and radial blade
impeller (with ). From Eq. (13) it can be seen as M2,adi contains the effects of the
main parameters involved in the heat transfer process. The benefit of using the local
Mach number is that it reduces the number of variables to be used in a parametric
analysis, thus simplifying the calculation of the compressor non-adiabatic performance.
3. Temperature parameter (TP): this parameter was introduced in order to take into account
the effects of heat transfer on the compressor efficiency. The heat transferred within a
turbocharger is mainly generated by the exhaust gases entering the turbine. After
 exchanging heat with the turbine housing, the flow will then expand in the rotor leaving
the turbine with lower temperature (T04). On the compressor side instead, heat from the
turbine to the compressor is mainly transferred through the bearing housing that in turn
will cause a rise in the compressor exit temperature (T02). We can then infer that the
exit temperatures to both the compressor and the turbine are associated with the heat
exchanged within the turbocharger and therefore the ratio between T02 and T04 was
included in the regression analysis as a non- dimensional parameter, as given in Eq.
(16).

2.2 Geometry effects on heat transfer

The current research was based on the test data available for a single turbocharger.
Even though the validity of the analysis remains unaltered, this would imply that this
analysis is insensitive to the turbocharger size. This is not the case in reality as the heat
transfer occurring within a turbocharger strongly depends on the geometry of the bodies
involved in it. In order to quantify what is the impact of geometry on the compressor
performance, two parameters were identified as the most significant on heat transfer:
the compressor casing diameter (D) and the distance between the compressor and the
turbine, here defined as bearing housing length (BHL):

1. Bearing housing length (BHL): heat from the turbine side travels through the bearing
housing towards the compressor. This parameter is mainly denoting the space available
for the heat transfer dissipation by convection in the oil-bearing assembly.

2. Compressor casing diameter (D): the air within the compressor is mainly heated up by
forced convection with the casing. The size of the compressor casing is therefore
crucial to determine the surface area available to the flow for heat exchange.

A non-dimensional parameter, defined as the ratio between BHL and D, was then
introduced in the regression analysis:
Since no experimental data were available, BHL and D were scaled by ±15%, ±30%
from those of the turbocharger previously studied. Different values of LD were
calculated by scaling alternatively BHL and D. These are reported in Table 11. The
first row was obtained by fixing D to its original value and scaling BHL. The opposite
was done in the second row. The model was then run for the same range of speeds and
temperatures as in Table 6 and the impact of LD on the compressor efficiency was then
assessed. The regression equation including LD is given in Eq. (22). By the analysis of
Eq. (22), it can be inferred that the impact of geometry on the overall compressor
performance is not small. The regression coefficient for BHL is significant, if compared
to the others, and its contribution to the compressor efficiency ranges between ≈1% and
≈2.4%, as reported in Table 11.

(22)

In Fig. 26 the variation of LD is plotted against its contribution to the overall efficiency.
It can be noticed as the impact of LD on the compressor efficiency increases with LD.
This suggests that BHL and D are inversely related to each other. An increase in BHL
is beneficial to the compressor efficiency since a lower amount of heat is transferred to
the compressor. On the other hand, the role played by D on the compressor efficiency
is less clear. In fact, a decrease in D corresponds to a reduced amount of surface area
available to the flow for heat exchange.
CAD Model of Turbocharger Turbine

1.1.5 Components of a turbo charger

Component of turbocharger the turbocharger has four main components. The turbine
(almost always a radial turbine) and impeller/compressor wheels are each contained
within their own folded conical housing on opposite sides of the third component, the
center housing/hub rotating assembly (CHRA). The housings fitted around the
compressor impeller and turbine collect and direct the gas flow through the wheels as
they spin. The size and shape can dictate some performance characteristics of the
overall turbocharger. Often the same basic turbocharger assembly will be available
from the manufacturer with multiple housing choices for the turbine and sometimes the
compressor covers as well. This allows the designer of the engines system to tailor the
compromises between performance, response, and efficiency to application or
preference. The turbine and impeller wheel sizes also dictate the amount of air or
exhaust that can be flowed through the system, and the relative efficiency at which they
operate. Generally, the larger the turbine wheel and compressor wheel, the larger the
flow capacity. Measurements and shapes can vary, as well as curvature and number of
blades on the wheels. The center hub rotating assembly houses the shaft which connects
the compressor impeller and turbine.

It also must contain a bearing system to suspend the shaft, allowing it to rotate at very
high speed with minimal friction. For instance, in automotive applications the CHRA
typically uses a thrust bearing or ball bearing lubricated by a constant supply of
pressurized engine oil. The CHRA may also be considered "water cooled" by having
an entry and exit point for engine coolant to be cycled. Water cooled models allow
engine coolant to be the layout of the turbocharger in a given application is critical to
a properly performing system. Intake and exhaust plumbing is often driven primarily
by packaging constraints. We will explore exhaust manifolds in more detail in
subsequent tutorials; however, it is important to understand the need for a compressor
bypass valve (commonly referred to as a Blow-Off valve) on the intake tract and a
Waste gates for the exhaust flow.

fig 1.1.5

1.1.5.1 Turbine housing

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

1.1.5.2 Compressor cover

Compressor housings are also made in cast aluminum. Various grades are used to suit
the application. Both gravities die and sand-casting techniques are used. Profile
machining to match the developed compressor blade shape is important to achieve
performance consistency.

1.1.5.3 Compressor wheel (impeller)

Compressor wheel Compressor impellers are produced using a variant of the aluminum
investment casting process. A rubber former is made to replicate the impeller around
which a casting mold is created. The rubber former can then be extracted from the mold
into which the metal is poured. Accurate blade sections and profiles are important in
achieving compressor performance. Back face profile machining optimizes impeller
stress conditions. Boring to tight tolerance and burnishing assist balancing and fatigue
resistance. The impeller is located on the shaft assembly using a threaded nut.
fig 1.1.5.3

1.1.5.4 Blow off valves (by-pass)

by pass system The Blow-Off valve (BOV) is a pressure relief device on the intake tract
to prevent the turbo compressor from going into surge. The BOV should be installed
between the compressor discharge and the throttle body, preferably downstream of the
charge air cooler (if equipped). When the throttle is closed rapidly, the airflow is
quickly reduced, causing flow instability and pressure fluctuations. These rapidly
cycling pressure fluctuations are the audible evidence of surge. Surge can eventually
lead to thrust bearing failure due to the high loads associated with it. Blow-Off valves
use a combination of manifold pressure signal and spring force to detect when the
throttle is closed. When the throttle is closed rapidly, the BOV vents boost in the intake
tract to atmosphere to relieve the pressure; helping to eliminate the phenomenon of
surge.

1.1.5.5 Waste gates

On the exhaust side, a Waste gate provides us a means to control the boost pressure of
the engine. Some commercial diesel applications do not use a Waste gate at all. This
type of system is called a free-floating turbocharger. However, the vast majority of
gasoline performance applications require Waste gates. There are two (2)
configurations of Waste gates are internal or external.
Both internal and external Waste gates provide a means to bypass exhaust flow from
the turbine wheel. Bypassing this energy (e.g. exhaust flow) reduces the power driving
the turbine wheel to match the power required for a given boost level. Similar to the
BOV, the Waste gates uses boost pressure and spring force to regulate the flow
bypassing the turbine.

fig 1.1.5.5

1.1.5.5.1 Internal
Waste gate are built into the turbine housing and consist of a “flapper” valve, Crank
arm, rod end, and pneumatic actuator. It is important to connect this actuator only to
boost pressure; i.e. it is not designed to handle vacuum and as such should not be
referenced to an intake manifold.

1.1.5.5.2 External
Waste gates are added to the exhaust plumbing on the exhaust manifold or header. The
advantage of external Waste gates is that the bypassed flow can be reintroduced into
the exhaust stream further downstream of the turbine. This tends to improve the
turbine’s performance. On racing applications, this Waste gated exhaust flow can be
vented directly to atmosphere.
1.1.5.6 Oil water pumping

The intake and exhaust plumbing often receives the focus leaving the oil and water
plumbing neglected. Garrett ball bearing turbochargers require less oil than journal
bearing turbo. Therefore, an oil inlet restrictor is recommended if you have oil pressure
over about 60 p sig. The oil outlet should be plumbed to the oil pan above the oil level
(for wet sump systems). Since the oil drain is gravity fed, it is important that the oil
outlet points downward, and that the drain tube does not become horizontal or go
“uphill” at any point. Following a hot shutdown of a turbocharger, heat soak begins.
This means that the heat in the head, exhaust manifold, and turbine housing finds its
way to the turbo center housing, raising its temperature. These extreme temperatures
in the center housing can result in oil coking. To minimize the effects of heat soak-
back, water-cooled center housings were introduced. These use coolant from the engine
to act as a heat sink after engine shutdown, preventing the oil from coking. The water
lines utilize a thermal siphon effect to reduce the peak heat soak-back temperature after
key-off. The layout of the pipes should minimize peaks and troughs with the (cool)
water inlet on the low side. To help this along, it is advantageous to tilt the turbocharger
about 25° about the axis of shaft rotation. Many Garrett turbo are water-cooled for
enhanced durability.

1.1.5.7 Bearing housing

Figure 13: bearing A grey cast iron bearing housing provides locations for a fully
floating bearing system for the shaft, turbine and compressor which can rotate at speeds
up to 170,000rev/min. Shell molding is used to provide positional accuracy of critical
features of the housing such as the shaft bearing and seal locations. CNC machinery
mills, turns, drills and taps housing faces and connections. The bore is finish honed to
meet stringent roundness, straightness and surface finish specifications.

1.1.5.8 Bearing system

The bearing system has to withstand high temperatures, hot shut down, soot loading in
the oil, contaminants, oil additives, dry starts. Journal bearings are manufactured from
specially developed bronze or brass bearing alloys. The manufacturing process is
designed to create geometric tolerances and surface finishes to suit very high-speed
operation. Hardened steel thrust collars and oil slingers are manufactured to strict
tolerances using lapping. End thrust is absorbed in a bronze hydrodynamic thrust
bearing located at the compressor end of the shaft assembly. Careful sizing provides
adequate load bearing capacity without excessive losses.

1.1.6 Charge cooling

Compressing air in the turbocharger increases its temperature, which can cause a
number of problems. Excessive charge air temperature can lead to detonation, which is
extremely destructive to engines. When a turbocharger is installed on an engine, it is
common practice to fit the engine with an intercooler, a type of heat exchanger which
gives up heat energy in the charge to the ambient air. In cases where an intercooler is
not a desirable solution, it is common practice to introduce extra fuel into the charge
for the sole purpose of cooling. The extra fuel is not burned. Instead, it absorbs and
carries away heat when it changes phase from liquid to vapor. The evaporated fuel
holds this heat until it is released in the exhaust stream. This thermodynamic property
allows manufacturers to achieve good power output by using extra fuel at the expense
of economy and emissions.
1.1.7 Advantages
(1) More specific power over naturally aspirated engine. This means a turbocharged
engine can achieve more power from same engine volume.
(2) Better thermal efficiency over both naturally aspirated and supercharged engine
when under full load This is because the excess exhaust heat and pressure, which would
normally be wasted, contributes some of the work required to compress the air.
Weight/Packaging. Smaller and lighter than alternative forced induction systems and
maybe more easily fitted in an engine bay. Fuel Economy. Although adding a
turbocharger itself does not save fuel, it will allow a vehicle to use a smaller engine
while achieving power levels of a much larger engine, while attaining near normal fuel
economy while off boost/cruising. This is because without boost, less fuel is used to
create a proper air/fuel ratio.

fig no. 1.1.7

CONCLUSION

Here the main aim is to effectively utilize the non-renewable energy such as petrol
and diesel. Complete combustion of the fuels can be achieved. Power output can be
increased. Wind energy can be used for air compression. We conclude that the power
as well as the efficiency is increasing 10 to 15 % and pollution can also decrease.
Generally, the naturally aspirated engine takes atmospheric pressurized air to the
carburetor for air fuel mixture but we can add the high-density air for the combustion
so as the result the power and the complete combustion take place so efficiency is
increasing.
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