DIFFERENCE IN SI & CI ENGINE

-A REVIEW-
WHCH IS BETTER?
 UPRATING
WHAT IS UPRATING?
WHY UPRATING MORE FAVOURABLE TO CI
ENGINES THAN SI ENGINES?
HOW TO OBTAIN MORE POWER FROM CI
ENGINE?
SUPERCAHRGING
TURBOCHARGING
 TECHNIQUES OF TURBOCAHRGING
COMPONENTS TURBOCHARGING
ADVANTAGES OF TURBOCHARGING
DESIGN ASPECTS TURBOCAHRGING
EFFECTS OF TURBOCHARGING
COMPOUND ENGINE
CALCULATIONS -TURBOCAHRGING
 The major advantage of the diesel engine over the gasoline engine is its high fuel efficiency.
Diesels are more fuel efficient than gasoline engines for two reasons. First, the diesel cycle
uses
high compression ratios (16:1 to 24:1) to ignite the fuel spontaneously upon contact with hot
compressed air, which leads to high engine efficiency. Gasoline engines cannot employ such
highcompression
ratios because the gasoline/air mixture would ignite prematurely under such
conditions; the octane number of the fuel limits the compression ratio to about 10:1 for an
engine
using regular gasoline. Second, diesels do not experience the pumping losses characteristic of
SI
engines because they do not throttle their intake air; instead, the power output of the diesel
engine
is controlled by regulating the amount of fuel for each combustion event while the air
inducted is
unthrottled. The SI engines throttling of intake air leads to power losses (refereed to as
pumping
loss) that increase at light loads (typical in city driving) which are absent in the diesel, and its
fuel
efficiency benefit under light load conditions over a gasoline engine is impressive
 On the negative side, diesel engines have much higher internal mechanical fiction because of
their high cylinder pressures, and they must expend additional energy to drive their high-pressure
fuel injection pumps. The high compression ratio and combustion process also lead to higher
engine weight relative to a similar displacement gasoline engine, as well as reduced specific output
and increased noise and vibration. These last three factors of reduced power, increased noise, and
higher vibration are often blamed for the lack of widespread acceptance of the diesel in the U.S.
marketplace, where the value of the diesels enhanced fuel efficiency is low.
A potentially more serious factor affecting diesel engines in the United States is potential
difficulty in meeting current and future emission standards. Diesel engines have very low gaseous
HC and carbon monoxide (CO) emissions but relatively high nitrogen oxides (Nox) and
particulate emissions. The very lean air-fuel ratios employed by the diesel under most d r iving
conditions and the resulting low exhaust temperature has made catalytic treatment of NOX and
particulates difficult, but recent developments with higher pressure, electronically controlled fuel
injection systems, and improved oxidation catalysts have reduced the particulate emission
problem. Diesels have a waiver from current NOX standards for cars, but, if the waiver were
revoked, their ability to meet Tier I, Tier II, and California LEV standards is still uncertain.
 Until 1991, diesel powered passenger cars and light trucks sold in the United
States were all of
the IDI type, where fuel is sprayed into a prechamber, partially mixed and
combusted with air
before further mixing and combustion occurs in the main combustion chamber.
The prechamber
91
design results in smoother combustion with less noise and lower NOX emissions.
However, heat
transfer from the prechamber and pressure losses from the partially combusted
gases as they flow
through the small passages connecting the prechamber to the main combustion
chamber result in
reduced efficiency. In fact, the peak efficiency of an IDI diesel is comparable to, or
only slightly
better than, that of a spark ignition engine; most of its efficiency advantage occurs
at light loads.
 Direct injection (DI) systems avoid the heat and flow losses from the prechamber by injecting
the fuel directly into the combustion chamber. The fuel injection system must be quite
sophisticated, as it must be capable of injecting very little fuel during the ignition delay period,
while providing highly atomized fuel and providing intensive mixing during primary
combustion.
Advancements in fuel injection technology and diesel combustion chamber design has led to
the
recent introduction of passenger car DI diesels by Volkswagen in their Audi and VW model
lines.
Turbocharging has also been found to be particularly effective in combination with diesel
engines. Many new diesel engines, including the Volkswagen DI diesel engines, are
turbocharged
and some feature intercoolers, which provide a cooler, denser charge to the engine. As a result,
the specific power of diesel engines with turbocharging now exceeds the specific power output
of
naturally aspirated, two-valve per cylinder gasoline engines and approaches that of four-valve
per
cylinder gasoline engines. Turbocharging and intercooling are quite costly, however, and
turbocharged engines still have some low-speed drivability deficiencies.
 Four valve per cylinder technology has also been introduced by Mercedes Benz in 1994 for
several of their diesel engines. These engines have attained a specific output of 45 BHP/liter
without the use of turbocharging, levels only slightly lower than typical two-valve spark ignition
engines.59 The four-valve engines are of the IDI type, but the central placement of the prechamber
possible in a four-valve cylinder head has resulted in improved emissions and fuel consumption
relative to a two-valve IDI engine. At full load, Mercedes claims an 8 percent reduction in specific
fuel consumption relative to a two-valve engine, but the benefit is much smaller at light loads.60
Emissions of the new engines are also low enough to meet all U.S. standards given the current
NOX waiver. The Mercedes four-valve engine, in conjunction with Californias low sulfur, low
aromatic content diesel fuel can actually meet the LEV standards for HC, CO, and particulate.
However, NOX emissions are four times greater than applicable LEV standards. VW expects that
its turbocharged DI diesels will have emission levels similar to those of the Mercedes four-valve
IDI diesel, although the W diesel is not (yet) offered for sale in the United States but is expected
for 1996.
 Variable geometry turbocharging of several types is being
investigated by the industry. Current
turbochargers are well matched to piston engine
requirements only over a narrow range of rpm.
New types of turbochargers includes those with pivoting
inlet guide vanes, simpler variable inlet
types, so called jet types, and new types with wing -
shaped impellers. According to two
manufacturers interviewed, these turbochargers can
extend the range of useful boost, and reduce
the low-speed drivability deficiencies of normal turbos. The
increased boost can also be translated
into decreased particulate and HC emissions.
 The four-valve head/central injector was already
discussed with reference to the Mercedes
production IDI engine. All German manufacturers
interviewed stated that this concept is even
more beneficial to a DI diesel engine and could
reduce emissions by 10 percent to 15 percent.
Swirl optimization is an inherent part of the
design of the new four-valve head.
 Improved fuel injection is associated with higher injection pressure, electronic control of
injection rate, and the use of pilot injection. In particular, injection rate shaping and the use of
pilot injection has resulted in very significant reductions in the NOX/particulate tradeoff curve.
Pilot injection was also found to lead to very large reductions in combustion noise (up to 12
decibels at high load) in DI diesels.63
Optimized exhaust gas recirculation (EGR) can be used principally to reduce NOX. Owing to
the very lean air-fuel ratio employed, high EGR rates (over 40 percent) are required at light loads,
and such rates have been found to reduce NOX and HC emissions simultaneously. In addition,
EGR has also been found to eliminate noisy cold start combustion, although it may increase
smoke slightly.64
 Based on manufacturers estimates, the total
reduction in NOX emissions (at near constant
particulate emissions) possible are as follows:
l Variable geometry turbo: -3 to -5%,
l Four-valve head: -10 to -15%,
l Electronic fuel injection (FI) with pilot
injection: -15 to -20%,
l Optimized EGR: -25 to -30%.
 Supercharger + Turbo: Volkswagen Twincharger

Everybody knows mechanical superchargers are good for low end output but short of efficiency at high rev, while
exhaust turbochargers works strongly at high rev but reluctantly at low rev. For decades engineers dreamed of
combining supercharger and turbocharger together. This was tried once in history the 1985 Lancia Delta S4 rally
car. The car was successful in motorracing, but the technology never extended to production.
In 2005, Volkswagen finally introduced a production unit to its Golf 1.4 TSI. Called "Twincharger" system, it is
actually developed by supercharger maker Eaton. It connects a supercharger and a turbocharger in series.
At low rev, the supercharger provides most of the boost pressure. The pressure it built up also speeds up the
turbocharger so that the latter can run into operating range more quickly.
At 1500 rpm, both chargers contribute about the same boost pressure, with a total of 2.5 bar. (If the turbocharger
work alone, it can only provide 1.3 bar at the same rev.)
Then the turbocharger which is optimized for high-rev power started taking the lead. The higher the rev, the
less efficient the Root-type supercharger becomes (due to its extra friction). Therefore a by-pass valve
depressurize the supercharger gradually.
By 3500 rpm, the turbocharger can contribute all the boost pressure, thus the supercharger can be disconnected
by an electromagnetic clutch to prevent from eating energy.
 Supercharged Engines
Superchargers compress intake air supply to
engine thereby enabling higher fueling rates
and greater power production.
Superchargers can be either mechanically
driven, or driven by the exhaust gases
(turbocharger).
Fig. 8.5: Turbocharger Diagram
 Air-Delivery Ratio
Theoretical air consumption (4-cycle) can be written
as,

at 0.03De Ne ra
m

where ra is the density of the air entering the

compressor.
 Air-Delivery Ratio
The deliver ratio, ev, is,

m a
ev
m at

where ma is the air consumption of the engine.

 Air Delivery Ratio
The Ideal Gas Law can also be utilized to estimate ev,

p2 T1
ev
p1 T2
where the subscript 1 denotes the conditions of air
entering the compressor, and 2, air exiting the
compressor.
Fig. 8.6: Compressor Performance Map
 Compressor Maps
Efficiencies typically range between 0.5 and
0.8.
Maps include lines of constant compressor
speed.
Surge line defines regions (to left) where turbo
operation is unstable surge is common.
 Turbine Pressure Ratio
The turbine pressure ratio, kpt, is defined as,

p3
k pt
p4
where the subscripts 3 and 4 denote exhaust gases
entering and leaving the turbine, respectively.
Fig. 8.7: Turbine Performance Maps
 Turbine vs. Compressor Flow Rates

The turbine/compressor mass flow rate ration can be

written as,

m t
1 F
m c A

where the mass flow rate out of the engine (mt) is

equal to the mass flow rates of fuel (mf) and air (mc)
into the engine.
 Selecting a Turbocharger for an Engine

The pressure ratio across the compressor must first

be defined as,

p1 pboost
k pc 1
p2 p1

where the boost pressure is the pressure rise

across the compressor.
 Selecting a Turbocharger for an Engine

The corresponding temperature ratio across the

compressor can be estimated as,

T2 k 0pc.286 1
1
T1 ec
where ec is the compressor efficiency.
 Steps for Sizing a Turbo
1) Select an achievable desired power output
for the engine in question (pbme<1250 kPa).
2) Calculate the required fuel mass flow rate
using a realistic BSFC value (0.20<BSFC<0.25
kg/kWh).
3) Determine the mass air flow rate (25<A/F<32
for CI engines).
 Steps for Sizing a Turbo
4) Select a compressor, and the point on the compressor
map where the engine will operate at rated speed and
power. Previous relationships can be utilized as an aid to
finding this point,

k pcec m a

ec k pc 1 0.03De N e r a
0.286

This equation must be solved iteratively by assuming a

value for ec, and then solving for kpc.
 Steps for Sizing a Turbo
4) Next, the compressor map is entered at values of ma and kpc, and ec
is determined. If the ec from the solved equation does not match
the ec on the compressor map, then the latter ec is used to solve for
a new kpc, and the process is repeated.
5) Select a turbine and the operating point on the turbine map.
Remember, the compressor and turbine must operate at the same
speed.
The turbine flow must match the compressor flow times (1+F/A).
Turbine must supply enough power to drive the compressor and to
overcome bearing friction.
 Turbocharger Mechanical Efficiency

The turbocharger mechanical efficiency (em) can be

estimated as,

Pc m c C pc (T2 T 1)
em
Pt m c C pt (T3 T 4)
where Cpc is the specific heat of ambient air at
constant pressure while Cpt is the specific heat of
heated air at constant pressure.
 Turbocharger Mechanical Efficiency

The previous equation can be reformulated as,

available 1 F
e ee
T3
A c t mT
1

C pc k 0pc.286 1
required
1 p u

C pt rt

k 1
u
k
 Comment on Process
Turbine efficiencies are typically 0.98.
Values for Cpc, Cpt and k must be obtained from a table
where, the latter two are temperature dependent and
should be selected in accordance with the exhaust
temperature (T3).
available must be greater than required or the turbine will not
drive the compressor fast enough to develop the desired
boost.
T3-T2 (temperature rise) across the engine is largely a
function of F/A ratio typically between 480 and 580 C.
Fig. 8.8: Characteristic Values of

Desired
Operating
Range
 Example
A turbocharger is to be fitted to a 10 L diesel
engine, which is to run at 2400 rpm rate speed
and provide a brake power of 180 kW. The
density of ambient air is 1.16 kg/m3, the
desired A/F ratio of the turbocharged engine
is 30:1, and it is estimated the engine can
achieve a BSFC of 0.25 kg/kWh.
Solution
Solution
Solution
Fig. 8.9: Turbocharger Operation
 Operation
Lubrication is critical to turbocharger life, start the engine
and allow to run at low idle to insure bearings are properly
lubricated.
Turbocharger lag occurs when fuel delivery is rapidly
increased. There is a brief period of time when the
turbocharger fails to extract enough energy to supply
enough air (to match the proper A/F ratio) resulting in
transient black smoke (unburned fuel).
 Altitude Compensation
When engines are operated at higher altitudes the air is
less dense, and therefore NA engines produce less power
and must be de-rated in these applications.
Turbochargers tend to compensate for the lower density air
as the pressure difference at the turbine is increased
(higher turbine speeds) causing the compressor to push
more air into the engine de-rating is no longer required.
Intercoolers
 Intercoolers
Intercoolers cool the air between the
compressor and intake manifold (15 to 20 C
reduction).
Can be air-air or air-water (cooling system
fluid).
 Cooling
Temperature changes can be approximated as,

Tai m s C ps

Ts m aiCai
where mai is the mass flow of engine air through the
intercooler, and ms is the mass flow of cooling air.
 Cooling
The air-delivery ratio for a turbocharged and
intercooled engine is estimated as,

T1 T2
ev k pc
T2 T2i

where T2i is the air temperature after the intercooler.

Fig. 8.11: Temperature Variations in Air-Air
Intercooler
Table 8.1: Engine Family
 The components that make up a typical turbocharger system are:

The air filter (not shown) through which ambient air passes before entering the compressor (1)
The air is then compressed which raises the airs density (mass / unit volume) (2)
Many turbocharged engines have a charge air cooler (aka intercooler) (3) that cools the compressed
air to further increase its density and to increase resistance to detonation
After passing through the intake manifold (4), the air enters the engines cylinders, which contain a
fixed volume. Since the air is at elevated density, each cylinder can draw in an increased mass flow
rate of air. Higher air mass flow rate allows a higher fuel flow rate (with similar air/fuel ratio).
Combusting more fuel results in more power being produced for a given size or displacement
After the fuel is burned in the cylinder it is exhausted during the cylinders exhaust stroke in to the
exhaust manifold (5)
The high temperature gas then continues on to the turbine (6). The turbine creates backpressure on
the engine which means engine exhaust pressure is higher than atmospheric pressure
A pressure and temperature drop occurs (expansion) across the turbine (7), which harnesses the
exhaust gas energy to provide the power necessary to drive the compressor
 Introduction
History
1885 and 1896, Gottlieb Daimler and Rudolf
Diesel experiment with pre-compressing intake
air
1925 Swiss engineer Albert Buchi develops first
exhaust gas turbocharger which increases power
output by 40% P

1938 first commercial Diesel truck application by

Swiss Machine Works Sauer
1962 first production application of
turbochargers in passenger cars - the Chevrolet
Monza Corvair and the Oldsmobile Jetfire
 Introduction
History
1970s first oil crisis and increasingly stringent air
emission regulations lead to demands for higher power
density as well as higher air delivery. Outcome -> virtually
all current truck engines areP
turbocharged.
1978 Mercedes-Benz puts the 300 SD into production
marking the appearance of the first turbocharged Diesel
passenger car
1994 VW introduces the variable geometry turbo in their
TDI Diesel engine significantly improving the transient
response of the Diesel engine.
 Introduction
Why boost?

Definitions
m a aV m a mass flow rate of air
P
r a air density
V volumetric flow rate
a volumetric efficiency
m a vol aVSW N/ 2 VSW swept volume
N engine speed
P power
Q f heating value of fuel
P f Q f m f m f mass flow rate of fuel
 Introduction
vol r aVSW N f Q f 1
P
2 AFR

Power is basically a function of three things:

1. Air density -> boosting
2. Swept volume
3. Engine speed
 Introduction
Types of Boosting Systems
Mechanical Supercharger Exhaust Gas - Turbocharger

Main problem with supercharging is the

arasitic loss of having to drive the compressor
om the engine output shaft. This loss can be up
o 15% of engine output.
 Turbochargers

The vast majority

of turbochargers Turbine

consist of a
centrifugal
compressor and
centripetal
turbine mounted
Compressor
on a common
shaft
 Turbochargers
Thermodynamic Analysis
~30-40% of the fuel
energy is released as
exhaust gas energy
Area bounded by
points 415 is the
theoretical energy
available. This is Ideal cycle pressure-volume diagram for a
sometimes referred to naturally aspirated engine (Baines, 2005)

as blowdown losses
 Turbochargers
Thermodynamic Analysis

Schematic of engine with large exhaust volume

(left) and minimal volume (right) (Baines, 2005)

Ideal cycle pressure-volume diagram for a

turbocharged engine (Baines, 2005)
 Turbochargers - Thermodynamic Analysis
Constant Pressure and Pulse Turbochargers

Constant Pressure Pulse Turbocharger

Turbocharger More efficient use of exhaust
Lower backpressure at higher energy
speeds Better torque at low engine
speeds
Primarily marine and industrial
engines
 Turbochargers - Thermodynamic Analysis
Pulse turbocharger for multi-cylinder engine

Pulse turbochargers
need to have the
exhaust piping
segregated so that
exhaust events dont
interfere with one
another
 Turbochargers
Compressor

Consists of three
elements
Compressor wheel
Diffuser
Housing
Compressor limits
Surge line
Choke line
Maximum Blade Speed
 Turbochargers
Turbine
Turbines consist
of turbine wheel
and housing
 Turbochargers
Intercooler
Temperatures after
the compressor can
reach 180 C. Cooling
the air can offer a
significant
performance
increase. Intercooler
Simultaneous
improvement in
output, fuel
economy, and
emissions Turbocharger
 Variable geometry turbochargers for diesel cars
FUEL ECONOMY and environmental considerations have influenced penetration of diesel cars in European
markets.
The primary requirement for the choice of a diesel engine to a passenger car is the reduction of weight of the
engine without affecting the performance in terms of torque, power and drivability with sufficient acceleration,
not to speak of measures to realise quietness comparable to petrol driven cars.
Amongst the various design refinements to realise these requirements, the primary feature adopted in diesel
vehicles is the use of exhaust driven turbochargers giving forced induction of air, which permits an undersized
engine to boost up the power to that of an equivalent naturally aspirated engine.
The main draw back of turbocharged diesel engine is the poor throttle response in achieving the required
acceleration causing irritation to the driver who has to keep in pace with the prevailing traffic flow.
This is because of the phenomenon called the `turbo lag' or the time lag for the turbocharger to provide the
needed pressure boost to the intake air when the driver steps on the accelerator pedal in search of more power.
At this time, the turbine is spinning at lower speed and takes a while to spool up so as to supply the needed air for
better acceleration.
The variable geometry turbocharger helps to address this problem. These turbines have movable vanes with
adjustable entry angles that respond to turbine speed to provide a more matching level of pressure boost even to
a slow spinning turbine without producing too much of a boost at higher speeds.
Variable-geometry turbocharger is becoming quite popular in European diesel passenger cars, but not yet in petrol
driven cars, because the high exhaust temperature characteristics of petrol car makes the design of movable
turbine blades a difficult proposition.
The maximum temperature of the exhaust of a diesel is about 800{+0} C, while the minimum temperature of the
gasoline exhaust is about 950{+0} C. Also the wider operating speed range of the petrol car requires the variable
geometry vanes to be incorporated in the compressor stage instead of the turbine stage.