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2.61 Internal Combustion Engines

Spring 2008

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Engine Turbo/Super Charging

Super and Turbo-charging

Why super/ turbo-charging? Fuel burned per cycle in an IC engine is air limited
(F/A)stoich = 1/14.6

Torq =

f m f QHV 2nR

Power = Torq 2N m f = F V a,0 VD A

( )

f,v fuel conversion and volumetric efficiencies mf fuel mass per cycle QHV fuel heating value nR 1 for 2-stroke, 2 for 4-stroke engine N revolution per second VD engine displacement a,0 air density

Super/turbo-charging: increase air density

Super- and Turbo- Charging

Purpose: To increase the charge density Supercharge: compressor powered by engine output
No turbo-lag Does not impact exhaust treatment Fuel consumption penalty

Turbo-charge: compressor powered by exhaust turbine

Uses wasted exhaust energy Turbo- lag problem Affects exhaust treatment

Intercooler
Increase charge density (hence output power) by cooling the charge
Lowers NOx emissions

Charge-air pressure regulation with wastegate on exhaust gas end. 1.Engine, 2. Exhaust-gas turbochager, 3. Wastegate

Exhaust-gas turbocharger for trucks 1.Compressor housing, 2. Compressor impeller, 3. Turbine housing, 4. Rotor, 5. Bearing housing, 6. inflowing exhaust gas, 7. Out-flowing exhaust gas, 8. Atmospheric fresh air, 9. Pre-compressed fresh air, 10. Oil inlet, 11. Oil return

Images removed due to copyright restrictions. Please see illustrations of "Charge-air Pressure Regulation with Wastegate on Exhaust Gas End", and "Exhaust-gas Turbocharger for Trucks." In the Bosch Automotive Handbook. London, England: John Wiley & Sons, 2004.

From Bosch Automotive Handbook

Compressor: basic thermodynamics

Compressor efficiency c
 W

 m
1 T P2 Ideal process 2 2

 W ideal c =  W

actual

T 2   c p T1 Wideal = m 1 T1 T2 P2 = T1 P1
1

P1

Actual process

1 P 1 2   c p T1 W m 1 actual = P c 1  W T2 = T1 + actual  cp m

Turbine: basic thermodynamics

4  W 3

 W t = actual  W
ideal

Turbine efficiency t

 m

T P3 Ideal process 3 P4

T 1 4   W = m c T ideal p 3 T3 T4 = T3 P3
1 P4

4 4

Actual process

1 P   c p T3 1 4 Wactual = t m P 3  W T4 = T3 actual  cp m

Properties of Turbochargers
Power transfer between fluid and shaft RPM3

Typically operate at ~ 60K to 120K RPM

RPM limited by centrifugal stress: usually tip velocity is approximately sonic Flow devices, sensitive to boundary layer (BL) behavior
Compressor: BL under unfavorable gradient Turbine: BL under favorable gradient

Typical super/turbo-charged engine parameters

Peak compressor pressure ratio 3.5

BMEP up to 22 bar Limits:
compressor aerodynamics cylinder peak pressure NOx emissions

Compressor/Turbine Characteristics

Delivered pressure P2  ,RT ,P ,N,D,, , geometric ratios) P2 = f(m 1 1 Dimensional analysis:

7 dimensional variables (7-3) = 4 dimensionless parameters (plus and geometric ratios)

 P2 N m , ,Re, , geometric ratios) P = f( RT1 / D P1 1 2 RT D 1 RT 1

Velocity

High Re number flow weak Re dependence For fixed geometry machinery and gas properties  T1
m P2 N f , = P
1 T1 P1

Density

Velocity

Compressor Map

3.4 3.2 3.0 2.8

72% 70% 74% 6530 65% 60% 6070 5550 4840 4025 N/ T1 2650 7250 6960

Pressure ratio

2.6 2.4
Su rg el im

2.2 2.0 1.8 1.6 1.4 1.2 1.0

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5

. "Corrected" Flow rate m T1/P1

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.

it
75%

T1= inlet temperature (K); P1= inlet pressure (bar); N = rev. per min.; m = mass flow rate (kg/s) (From Principles and Performance in Diesel Engineering, Ed. by Haddad and Watson)

Compressor stall and surge

Stall
Happens when incident flow angle is too large (large V/Vx) Stall causes flow blockage

Surge
Flow inertia/resistance, and compression system internal volume comprise a LRC resonance system Oscillatory flow behave when flow blockage occurs because of compressor stall

reverse flow and violent flow rate surges

Turbine Map
2.8 2.6 2.4 2.2
tTS = .70

Pressure ratio

2.0 1.8 1.6 1.4 1.2 1.0

N T03
.65

4000 3500 3000

.40

2500 1500 500

.50

0.5

. Flow rate m T03/P03

1.0

.5

1.5

.6 0

2.0

2.5

3.0

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.

T03=Turbine inlet temperature(K); P03 = Turbine inlet pressure(bar); P4= Turbine outlet pressure(bar); N = rev. per min.; m = mass flow rate (kg/s) (From Principles and Performance in Diesel Engineering, Ed. by Haddad and Watson)

Compressor Turbine Matching Exercise

For simplicity, take away intercooler and wastegate Given engine brake power  ) and RPM, output (W E compressor map, turbine map, and engine map Find operating point, i.e. air  )  ), fuel flow rate ( m flow ( m f a turbo-shaft revolution per second (N), compressor and turbine pressure ratios (c and t) etc.

4
C T

3
Engine

 m f

 Q L

 W E

Compressor/ turbine/engine matching solution Compressor

3.4 3.2 3.0 2.8
72% 70% 74% 6530 65% 60% 6070 5550 4840 4025 N/ T1 2650 7250 6960

Procedure : 1. Guess c ; can get engine inlet conditions :

1 T1 P2 = c P1 T2 = 1 (c ) c 2. Then engine volumetric efficiency calibration  a that can be ' swallowed' will give the air flow m

Pressure ratio

2.6 2.4
rg e

2.2 2.0 1.8 1.6 1.4 1.2 1.0

lim

it

75%

 a and c , the compressor speed N can be 3. From m obtained from the compressor map  f may be obtained from the 4. The fuel flow rate m engine map :  =m  ,A/F)  f LHV f (RPM,W W E E 5. Engine exhaust temperature T3 may be obtained from energy balance (with known engine mech. eff. M )    a +m  f )c p T3 = m  a c p T2 + m  f LHV WE Q (m L M

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5

. "Corrected" Flow rate m T1/P1

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.

2.8 2.6 2.4 2.2

Turbine

Su

tTS = .70

6. Guess t , then get turbine speed Nt from turbine map 7. Determine turbine power from turbine efficiency on map 1  = 1 W t t t
1

Pressure ratio

2.0 1.8 1.6 1.4 1.2 1.0

N T03
.65

4000
.60

3500 3000
.4 0

 =W  and N = N 8.Iterate on the values of c and t until W t c t c

Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.

2500 1500 500

.50

0.5

. Flow rate m T03/P03

1.0

.5 5

1.5

2.0

2.5

3.0

Compressor/ Engine/ Turbine Matching

Mass flows through compressor, engine, turbine and wastegate have to be consistent Turbine inlet temperature consistent with fuel flow and engine power output Turbine supplies compressor work Turbine and compressor at same speed

3.0
0.67

0.65 0.60

2.5
0.72

0.70 0.55

Pp/P1

el

2.0

Su rg

1.5

Co nst

ant

sp e ed

Co

ns

t lo tan

im

ad

it

C
1.0 0 1 2 m T1 p1
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.

Inter-
Cooler

Wastegate

Compressor characteristics, with airflow requirements of a four-stroke truck engine superimposed. (From Principles and Performance in Diesel Engineering, Ed. by Haddad and Watson)

Engine

Advanced turbocharger development

Electric assisted
turbo-charging
Concept

Put motor/ generator on

turbo-charger
reduce wastegate function
C T

Motor/ Generator

Benefit

InterCooler

Wastegate

increase air flow at low

engine speed auxiliary electrical output
at part load

Engine

Battery

Advanced turbocharger development

Electrical turbo-charger
Concept
turbine drives generator; compressor driven by motor Battery

Benefit
decoupling of turbine and compressor map, hence much more freedom in performance optimization Auxiliary power output do not need wastegate; no turbo-lag
InterCooler

Motor

Generator

Engine

Advanced turbocharger development

Challenges Interaction of turbo-charging system with exhaust treatment and emissions

Especially severe in light-duty diesel market because of low exhaust temperature

Cost