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----5-13
This assumes that the compressor heat transfer, kinetic energy
terms, and potential energy terms are negligibly small, true for most
compressors. All compressors have isentropic efficiencies less than
100%, so the actual power needed will be greater than the ideal.
In Fig.5-7 process 1-2s represents ideal isentropic compression,
while process 1-2A is the actual process with an increase in entropy.
The isentropic efficiency ƞs of the supercharger compressor is:
(ƞs)sc = Wisen /Wact = [ma(h2s - h1)]/[[ma(h2A - h1)] ---------(5-14)
=
If the inlet temperature and pressure are known as well as the
designed output pressure, the ideal gas isentropic relationship can
be used to find T2s: --------------------------------------- (5-15)
The actual outlet temperature T2A can then be calculated from Eq.
(5-14) if the isentropic efficiency is known. When using Eq. (5-15),
a value of k = 1.40 should be used because of the lower temperature
at this point. There is also a mechanical efficiency of less than
100% between the powertaken from the engine and what is
delivered to the compressor: ---------------------- (5-16)
For added engine output power, it is desirable to have the
higher input air pressure supplied by the supercharger. However, the
supercharger also raises the inlet air temperature by compressive
heating, as can be seen in Eq. (5-15).
This is undesirable in SI engines. If the temperature at the
start of the compression stroke is higher, all temperatures in the rest
of the cycle will also be higher.
Often, this will cause self-ignition and knocking problems
during combustion. To avoid this, many superchargers are
equipped with an after-cooler that cools the compressed air back
to a lower temperature.
The after-cooler can be either an air-to-air or air-to-liquid heat
exchanger. The cooling fluid can be air flowing through the engine
compartment, or it can be engine liquid coolant in a more complex
system.
Some superchargers are made up of two or more
compressor stages with an after-cooler following each stage. After-
coolers are not needed on superchargers used on CI engines
because there is no concern about knock problems.
After-coolers are costly and take up space in the engine
compartment. In these engines generally the compression ratios are
reduced to avoid problems of self-ignition and knock.
Fig 1-9 Turbocharger used to increase
inlet air pressure to engine. Turbine
that drives compressor is powered by
exhaust flow from engine. This adds
no load to the engine but results in
turbo lag, a slower response to
engine speed changes.
Turbochargers
The compressor of a turbocharger is powered by a turbine
mounted in the exhaust flow of the engine. The advantage of this is
that none of the engine shaft output is used to drive the
compressor, and only waste energy in the exhaust is used.
However, the turbine in the exhaust flow causes a more
restricted flow, resulting in a slightly higher pressure at the cylinder
exhaust port. This reduces the engine power output very slightly.
Turbocharged engines generally have lower specific fuel
consumption rates. They produce more power, while the friction
power lost remains about the same.
Maximum pressure in an engine exhaust system is only very
little above atmospheric, so there can only be a very small pressure
drop through the turbine.
Because of this, it is necessary to run the turbine at very
high speeds so that enough power is produced to run the
compressor. Speeds of 100,000 to 130,000 RPM are common.
These high speeds, and the fact that exhaust gas is a hot,
corrosive environment, demand special materials and concern for
long-term reliability.
A disadvantage of turbochargers is turbo lag, which occurs
with a sudden throttle change. When the throttle is quickly opened
to accelerate an automobile, the turbocharger will not respond quite
as quickly as a supercharger.
It takes several engine revolutions to change the exhaust
flow rate and to speed up the rotor of the turbine. Turbo lag has
been greatly reduced by using lightweight ceramic rotors that can
withstand the high temperatures and that have very little mass
inertia.
Turbo lag can also be reduced by using a smaller intake
manifold.
Most turbochargers, like superchargers, are equipped with an
aftercooler to again lower the compressed air temperature. Many also
have a bypass that allows the exhaust gases to be routed around the
turbocharger when an inlet air pressure boost is not needed.
Some modern turbines are being developed which have a
variable blade angle. As the engine speed or load is changed, the
blade angle can be adjusted to give maximum efficiency at each
flow rate.
Radial flow centrifugal compressors, turning at high speed, are
generally used on automobile-size engines. On very large engines,
axial flow compressors are used because of their greater efficiency at
the higher air flow rates. The isentropic efficiency of a compressor is
defined (Eq 5.17)as:
INTAKE FOR TWO-STROKE CYCLE ENGINES
Inlet air in two-stroke cycle engines must be input at a
pressure greater than atmospheric. Following blowdown, at the
start of the intake process the cylinder is still filled with exhaust gas
at atmospheric pressure.
There is no exhaust stroke. Air under pressure enters the
cylinder and pushes most of the remaining exhaust residual out
the still-open exhaust port. This is called scavenging.
When most of the exhaust gas is out, the exhaust port closes
and the cylinder is filled with air. At part throttle inlet pressure is low,
and this results in poorer scavenging.
There are two general methods of putting air into the
cylinders: through normal intake valves, or through intake slots in
the cylinder walls. The intake air is pressurized using a supercharger,
turbocharger, or crankcase compression.
Two-stroke cycle engines have open combustion chambers. It
would be extremely difficult to get proper scavenging in a cylinder
with a divided chamber.
Some modern experimental two-stroke cycle automobile
engines use standard-type superchargers and input the air through
intake valves with no fuel added.
The compressed air scavenges the cylinder and leaves it filled with
air and a small amount of exhaust residual. After the intake valve is
closed, fuel is injected directly into the combustion chamber by
injectors mounted in the cylinder head
cycle. This allows for high volumetric efficiency at all speeds, with
the intake system designed for very little flow restriction of the
incoming air.