TURBOCHARGERS

BY: MUDDUKRISHNA C SHETTY USN:4AL08ME023

UNDER THE GUIDANCE OF : MR. SHARATH D SHETTY

METHODS OF IMPROVING EFFECIENCY IN ENGINES

SWEPT VOLUME ENLARGEM ENT

INCREASE IN ENGINE RPM

TURBOCHARGING

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

A turbocharger, or turbo, is a gas compressor that is used for forced-induction of an internal combustion engine. A form of supercharger, the purpose of a turbocharger is to increase the density of air entering the engine to create more power. However, a turbocharger has the compressor powered by a turbine, driven by the engine's own exhaust gases, rather than direct mechanical drive as with many other superchargers.

A turbocharger or turbo is a gas compressor that is used for forced-induction of an internal combustion engine. A form of supercharger, the purpose of a turbocharger is to increase the density of air entering the engine to create more power. However, a turbocharger has the compressor powered by a turbine, driven by the engine's own exhaust gases, rather than direct mechanical drive as with many other superchargers. The term "turbosupercharged" is sometimes used to refer to an engine that uses both a crankshaft-driven supercharger and an exhaust-driven turbocharger.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

INCREASE EFFECIENCY COMPLETE COMBUSTION OF FUEL LESS POLLUTION

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

PICTORIAL VIEW

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

DESIGN AND INSTALLATIONS

TURBINE(RADIAL TYPE) COMPRESSOR/IMPELLER(CENTRIFUGAL TYPE) COOLING SYSTEM CENTER HUB ROTATING ASSEMBLY

COMPRESSOR AND RADIAL OUTWARD USED IN TUROCHARGER

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

ASSEMBLY INSIDE THE CHARGER

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

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.
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 air flow 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.
M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

The turbocharger compresses intake air to a density up to four times that of atmospheric pressure. This greater amount of dense air allows more fuel to be burned, thereby doubling the engine s power output. Turbocharger also reduces exhaust emissions and exhaust noise

A naturally aspirated engine has a limited supply of air for combustion. The air has only atmospheric pressure pushing it into the cylinders. A turbocharger provides pressurized air, which allows for more air to be packed into a cylinder for each firing.This provides more power and much better combustion efficiency.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

WASTEGATE
By spinning at a relatively high speed, the compressor draws in a large volume of air and forces it into the engine. As the turbocharger's output flow volume exceeds the engine's volumetric flow, air pressure in the intake system begins to build. The speed at which the assembly spins is proportional to the pressure of the compressed air and total mass of air flowbeing moved. Since a turbo can spin to rpm far beyond what is needed, or of what it is safelycapable of, the speed must be controlled. A wastegate is the most common mechanical speedcontrol system, and is often further augmented by an electronic or manual boost controller The main function of a waste gate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. Passenger cars have waste gates that are integral to the turbocharger .in mechanical waste gate it consists of a lever which is fitted with a spring in diaphragm, to retain its original position after releasing the pressure to atmosphere.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

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.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

9.PEFORMANCE CURVES OF ENGINES AFTER TURBOCHARGING

9.1TORQUE & POWER VARIATION

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

INTAKE PRESSURE VARIATION

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

VOLUME FLOW RATE OF AIR

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

WHAT IS GOOD FOR A TURBOCHARGER

To ensure that the turbocharger's lifetime corresponds to that of the engine, the following engine manufacturer's service instructions must be strictly observed: Oil change intervals Oil filter system maintenance Air filter system maintenance
M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

AUTOMOTIVE APPLICATIONS
Turbocharging can dramatically improve an engine's specific power. Diesel engines have no detonation because diesel fuel is injected at the end of the compression stroke, ignited by compression heat. Because of this, diesel engines can usemuch higher boost pressures than spark ignition engines, limited only by the engine'sability to withstand that pressure.
M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

WHAT IS BAD FOR A TURBOCHARGER 90 % of all turbocharger failures are due to the following causes: Penetration of foreign bodies into the turbine or the compressor Inadequate oil supply (oil pressure/filter system) High exhaust gas temperatures (ignition system/injection system)
M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

DISADVANTAGE
One disadvantage of turbocharging is that compressing the air increases its temperature, which is true for any method of forced induction. This causes multiple problems. Increased temperatures can lead to detonation and excessive cylinder head temperatures. In addition , hotter air is less dense, so fewer air molecules enter the cylinders on each intake stroke ,resulting in an effective drop in volumetric efficiency which works against the efforts of the turbocharger to increase volumetric efficiency.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

TURBO LAG AND BOOST

The time required to bring the turbo up to a speed where it can function effectively is called turbo lag. This is noticed as a hesitation in throttle response when coming off idle. This is symptomatic of the time taken for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. The directly-driven compressor in a supercharger doe snot suffer from this problem. (Centrifugal superchargers do not build boost at low rpm as a positive displacement supercharger will). Conversely on light loads or at low RPM a turbocharger supplies less boost and the engine acts like a naturally aspirated engine. Turbochargers start producing boost only above a certain exhaust mass flow rate (depending on the size of the turbo) which is determined by the engine displacement, rpm, and throttle opening. Without an appropriate exhaust gas flow, they logically cannot force air into the engine. The point at full throttle in which the mass flow in the exhaust is strong enough to force air into the engine is known as the boost threshold rpm. Engineers have, in some cases , been able to reduce the boost threshold rpm to idle speed to allow for instant response. Both Lag and Threshold characteristics can be acquired through the use of a compressor map and a mathematical equation.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

COMPARISON TO SUPERCHARGING

With mechanical supercharging, the combustion air is compressed by a compressor driven directly by the engine. However, the power output increase is partly lost due to the parasitic losses from driving the compressor. The power to drive a mechanical turbocharger is up to 15 % of the engine output . Therefore, fuel consumption is higher when compared with a naturally aspirated engine with the same power output.

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING

M K SHETTY,AIET,8TH SEM,DEPARTMENT OF MECHANICAL ENGINEERING