Analysis of A Turbocharger System For A Diesel Engine Rev1

Analysis of a Turbocharger System for a Diesel Engine
by Jenelle Pope
An Engineering Project Submitted to the Graduate Faculty of Rensselaer Polytechnic

Institute
in Partial Fulfillment of the Requirements for the degree of
MASTER OF ENGINEERING IN MECHANICAL ENGINEERING
Approved:
_________________________________________
Ernesto Gutierrez, Project Adviser
Rensselaer Polytechnic Institute
Hartford, Connecticut
December 18, 2009
Copyright 2009
by
Jenelle Pope
All Rights Reserved
ii
CONTENTS
LIST OF TABLES ............................................................................................................
iv
LIST OF FIGURES ...........................................................................................................
v
LIST OF SYMBOLS ........................................................................................................
vi
ACKNOWLEDGMENT .................................................................................................
vii
ABSTRACT ...................................................................................................................
viii
1.
Introduction ..................................................................................................................
1
1.1
Purpose ...............................................................................................................
1
1.2
Diesel Engine .....................................................................................................
1
1.3
Turbocharger System in a Diesel Engine ...........................................................

2
2.
Theory and Methodology ............................................................................................
7
2.1
Compressor Flow Rate .......................................................................................
7
2.2
Heat Exchanger Analysis ...................................................................................
8
2.3
Testing the System ...........................................................................................
10
3.
Results and Discussions .............................................................................................
12
3.1
Fit Check and Installation of the Turbocharger ...............................................
12
3.2
Compressor Airflow .........................................................................................
12
3.3
Radiator Initial Analysis ..................................................................................
15
3.4
Intercooler Analysis .........................................................................................
18
3.5
Radiator Calculations Iteration 1 ..................................................................
20
3.6
System Installation and Instrumentation ..........................................................
22
3.7
Test Drive Results and Recalculations .............................................................
25
4.
Conclusions................................................................................................................
30
5.
References ..................................................................................................................
31
6.
Appendix A: Theoretical Calculations ......................................................................
32
7.
Appendix B: Test Data ..............................................................................................
40
8.
Appendix C: Test Data Calculations .........................................................................
42
iii
LIST OF TABLES
Table 1: Holset HE351VE Turbocharger Specifications
Table 2: Engine Parameters for Compressor Flow Rate .. Error! Bookmark not defined.
Table 3: Radiator Temperatures
15
Table 4: Radiator Water and Air properties
Table 5: Intercooler Temperatures
15
18
Table 6: Intercooler Water and Air properties19
Table 7: Radiator Temperatures Iteration 1 20
Table 8: Radiator Properties Iteration 1
Table 9: Iteration 1 Results
21
21
Table 10: Thermocouple Location and Mnemonic
25
Table 11: Highway Speed Theoretical Recalculations
Table 12: Highway Speeds Test Data Calculations
Table 13 40 mph Theoretical Calculations
28
27
27
Table 14: 40 mph Test Data Calculations
28
iv
LIST OF FIGURES
Figure 1: Diesel Engine Four-Stroke Cycle 1
Figure 2: Turbocharger Cross-section2
Figure 3: Turbocharger System with Air-Water Intercooler System 3
Figure 4: Variable Geometry Turbine, small and large area 5
Figure 5: Thermocouple Data Consoles
11
Figure 6: Turbocharger Installed in Engine Bay Side and Front Views
Figure 7: HE351VE Compressor Map CFM vs PR
Figure 8: HE351VE Efficiency Curve
Figure 9: Intercooler Location
22
Figure 10: Radiator - Underside
23
Figure 11: Radiator Front Bumper 23
Figure 12: Pump Location
24
14
14
12
Figure 13: Thermocouple Locations 25
LIST OF SYMBOLS
A
Cross-sectional area, m
a
Subscript for air
C
Capacitance, W/C
Cp
Specific heat, J/kg*C
effectiveness
Correction Factor
Mass flow rate, kg/s
NTU Number of Transfer Units
PR
Press Ratio
Density, kg/m
Volumetric flow rate, m /s q Heat transfer, W
Capacitance ratio
Temperature Factor
Temperature of the warmer fluid, C

Tf
Average fluid temperature, C
TLMTD Log Mean Temperature Difference, C
Temperature of the cooler fluid, C
Overall heat transfer coefficient, W/C
Velocity, m/s
Subscript for water
Subscript for inlet properties
Subscript for outlet properties
vi
ACKNOWLEDGMENT
To Don, for giving me the idea for the project and for the use of his car for the entirety
of it.
To Patrick and Ken, thank you for taking the time to proof read my paper, several times.
To those whos help I enlisted for this project, thank you. I could not have done it
without you.
vii
ABSTRACT
The purpose of this project is to analyze a turbocharger system in a diesel engine. The
turbocharger is used to increase engine power. The Chevrolet Suburban diesel engine
comes with a stock turbocharger. In order to obtain more power from the engine, a new
and larger turbocharger is being used. The new turbocharger is coupled to an air-water
intercooling system to decrease the inlet air temperatures. This project analyzed the
intercooling system and tested the final design in the vehicle. The results show that the
cooling system components purchased are adequate for this system. The ideal
turbocharger design would be smaller than the system purchased. The results discuss the
actual sized heat exchanger needed for the ideal system.
viii
1. Introduction
1.1 Purpose
The purpose of this project was to analyze a turbocharger system in a diesel engine. The
turbocharger is used to increase engine power. A Chevrolet Suburban 6.5 liter diesel engine was
chosen for this project and at the completion of the project the Suburban owner will have a
complete turbocharged system. The project will also create spreadsheets for use in calculating
the necessary parameters for another turbocharger system, or to modify the current system.
1.2 Diesel Engine
A diesel engine is an internal combustion engine. The cycle of the cylinders is the same in a
diesel engine as it is in a gasoline engine, assuming it is a four-stroke engine (ref. Figure 1).
Aside from the fuel type, the major difference between the two engines is the combustion itself.
A gasoline engine uses a spark plug to initiate combustion. A diesel engine compresses the air
then injects the fuel into the cylinder at the top of the stroke. The high temperature of the
compressed air ignites the fuel. The hot gases expand, force the piston down, and create a torque
on the crankshaft. The final stroke is the exhaust stroke, which releases the hot gases into the
exhaust system.
Figure 1: Diesel Engine Four-Stroke Cycle
The torque created from the downward motion of the piston acting on the crankshaft is
transmitted from the crankshaft to the flywheel and into the transmission. To increase power to
the transmission, the power must be increased in the cylinder. There are several ways to increase
the power of an engine. One of the more common ways of increasing engine power is to increase
1
the airflow into the cylinder by increasing the density of the air entering the cylinder. A
turbocharger uses waste energy from the exhaust system to compress air entering the cylinder,
2
thus increasing engine power.
1.3 Turbocharger System in a Diesel Engine
The Chevrolet Suburban diesel engine comes with a stock turbocharger, the GM8. In order to
obtain more power from the engine, a new and larger turbocharger is being used, the HE351VE
(Holset). A turbocharger consists of a turbine and a compressor connected by a shaft. The turbine
section is mounted to the exhaust line from the engine. The compressor is connected to the
turbine by a shaft and its outlet is routed to the engine air intake. Exhaust gas from the engine
enters the turbine and expands, performing work on the turbine. The turbine spins the shaft
connected to the compressor. The compressor draws in ambient air and compresses it. Figure 2 is
a cross-section of a turbocharger. Turbocharger systems are measured by the amount of pressure
the compressor can output above ambient. This pressure is commonly called boost pressure or
2
boost. The target boost pressure for the system analyzed in this project is 18 psi.
Figure 2: Turbocharger Cross-section
Compressing the air increases its temperature, which lowers the density of the charge air and
creates a less efficient cycle and loss of power. The higher temperatures can also have
detrimental effects on the materials and structure of the engine. To counteract this issue the
compressed air needs to be cooled in order to achieve maximum power and maintain the
structural integrity of the pistons. A heat exchanger, or intercooler, is installed between the
2
compressor and engine inlet to cool the charge air. There are two different types of intercoolers,
air-air and air-water. For this project, an air-water intercooler was chosen by the vehicle owner.
In an air-water intercooler, air from the compressor is the external flow and the water is the
internal cooling flow. The water cools the air exiting the compressor. A second cooling cycle is
needed in the system to cool the water. The water is routed to a radiator, to be cooled by the
moving air caused by the movement of the vehicle. The water flows through the radiator and into
the water pump, which forces the water through the system. The pump adds a small amount of
heat to the water, but not enough to affect the heat transfer in the intercooler. The turbocharger
system described here is shown in Figure 3.
Figure 3: Turbocharger System with Air-Water Intercooler System
There are several limitations in designing a turbocharger system. Two of the most difficult to
overcome are the space inside the engine bay and the cost of the components. Car manufacturers
have designed engine compartments to hold as much as possible while being as small as possible
to allow for more passenger and cargo room. The cramped space of an engine compartment
limits the locations for the system components. There are, however, options for spreading out the
system. In some aftermarket designs, the turbocharger system is routed underneath the body of
the car. This system allows for more space, but increases pressure drop for routing back to the
2
engine. This project works within the engine bay because there is room for all of the
components within the engine bay. This is possible because the vehicle was turbocharged
previously, although it was not intercooled. In the air-water system, a pump is needed to circulate
the water. The pump must be located at the low point of the system in order to keep it from
running dry. If a reservoir is needed, it should be placed in front of the pump, as the pump is
designed specifically to push the water through the air-water intercooling system. The final
locations of all components are presented in the results.
The turbocharger selected for this project is a Holset HE351VE, manufactured by Holset and and
found on 6.71 Cummins Diesel engines used in Dodge Ran trucks. The turbocharger is designed
with a variable geometry turbine (VGT). The Holset VGT uses a turbine where the intake
capacity is automatically varied while the engine is running. This allows turbine power to be set,
providing sufficient energy to drive the compressor at the desired boost pressure regardless of
engine operating conditions. The intake capacity is controlled by varying the intake nozzle area
by means of a set of guide vanes that control the flow of exhaust gas to the turbine. This
particular VGT uses axially sliding vanes, which is more durable and reliable design than
3
pivoting vanes. Figure 4 shows a cross-section of the Holset HE300 series with the VGT. The
left side shows the area contracted and the right side shows the open vanes. The VGT in this
vehicle will be controlled by a mechanical pressure driven wastegate actuator from a 7.31 Ford
Powerstroke Diesel engine.
Table 1 gives the specifications for the HE300 series.
Figure 4: Variable Geometry Turbine, small and large area
Table 1: Holset HE351VE Turbocharger Specifications
Holset HE300 Series
Engine capacity (L)

Up to 7
Output range (hp)

100 to 310
Airflow (max)
0.46 kg/s
Length (mm)
250
Width (mm)
240
Height (mm)
220
Mass (kg)
16 to 17
2. Theory and Methodology

The theory and general methodology was developed based upon known temperatures, boost
pressure, and driving conditions. Heat needs to be removed from the compressed air before it
enters the engine. Heat needs to be removed from the water after it exits the intercooler. Basic
heat exchanger analysis was used to analyze both the intercooler and radiator. The steps followed
to complete the analysis are below
Analyze the compressor flow rate
Analyze the water-air radiator and analyze the intercooler
Test
Repeat analysis with test data
Compressor Flow Rate
To determine the compressor flow rate there are several characteristics of the engine that must be
known. The cubic inches of displacement (CID), revolutions per minute for turbocharging
(RPM), and the engine volumetric efficiency (VE) must be known. CID and VE are engine
specifications. RPM depends on the vehicle and the scenario in which turbocharging is being
used. To calculate the airflow rate in cubic feet per minute (CFM), the following equation was
used,
Airflow
CID * RPM *VE
[1]
3456
Where 3,456 is a conversion factor from cubic inches to cubic feet and includes a parameter
needed for four-stroke engines which only exhaust every other revolution. This airflow rate is
based upon atmospheric pressure; it does not consider the boost pressure. The goal is to increase
boost pressure to 18psi, so the airflow rate is needed at 18psi. For this boost pressure a pressure
ratio (PR) is needed,
[2]
To calculate the new flow rate at the given boost pressure of 18psi the flow rate is calculated
using the pressure ratio,
[3]
The next step is to determine where on the compressor map the compressor is operating. The
3
Holset HE351VE turbocharger compressor map was obtained directly from Holset. The
pressure ratio and corrected airflow rate are used to determine if the compressor is operating in
an efficient range. The compressor map will show if the compressor is within the surge and stall
lines.
2.2 Heat Exchanger Analysis
There were initial conditions and assumptions made in order to obtain a potential sizing of the
heat exchanger. Heat exchanger calculations were used to determine the outlet temperature of the
heat exchanger, heat transfer required, and to determine if the heat exchanger selected would be
large enough to reject the heat. Temperatures from the vehicle owner and vehicle manufacturer
were given in English units, these were converted to SI. From there, heat exchanger analysis was
used to calculate the outlet air temperature and heat transfer required.
[4]
[5]
It should be recalled that a subscript 1 denotes an inlet and a subscript 2 denotes an outlet.
The mass flow rates were found from the volumetric flow rate (Q=VA), which is known for both
air and water. The area was chosen as the frontal area for a radiator that was found online. This
radiator was chosen by the vehicle owner as one that would fit in the space allowed and was
within the given budget. Density is the remaining parameter that is needed. Density was found
5
using the average of the inlet and outlet temperatures for both air and water ,
[6]
Density was then found using tables based on the temperature. Also, using the average film
temperature, the specific heat Cp was found in the same data tables. The analysis is shown in
Section 3.
Once a value for either the water or air heat transfer is known, the other can be calculated using,
[7]
Where the subscripts a and w denote values for air and water respectively. Unknown
temperatures can be solved for using this relation. From here the Number of Transfer Units
6
(NTU) method was used to determine the heat transfer area. First the effectiveness and
capacitance of the heat exchanger were needed. The effectiveness, , is dependent on the
minimum flow rate and specific heat product of the two fluids. This product of the mass flow
6
rate and specific heat is the capacitance, c, of the fluid. An uppercase T denotes the
temperature of the warmer fluid and a lowercase t denotes the temperature of the cooler fluid.
then
[8]
then
[9]
Where c denotes the colder liquid and h denotes the hotter liquid. The product
is the
capacitance of the fluid. Notice that the effectiveness is dependent on three out of the four
inlet/outlet temperatures. This allowed for the calculation of the fourth needed temperature. The
effectivity was then used to calculate the heat transfer, q.
[10]
The heat transfer can be solved for without knowing a fourth temperature. This verifies the value
determined from Error! Reference source not found. and was used to solve for the unknown
temperature using the same equation.
The NTU method uses effectiveness to calculate the number of transfer units ,
[11]
Where U is the overall heat transfer coefficient calculated from the heat transfer coefficients (h)
of both fluids, tube diameter, and the thermal resistivity (k) of the pipe material. Using an off-
the-shelf heat exchanger created difficulty in solving for U, since tube size and values for h are
not known. A is the heat transfer area including fins. Again, A is not known unless the heat
exchanger can be measured. In heat exchanger design, these parameters can be designed to
optimize the heat transfer. In this project, off- the-shelf heat exchangers are being used, so these
parameters are not known.
The Log Mean Temperature Difference is another method that was used to help solve for the
value of UA. It is given that,
[12]
F is a correction factor that can be found graphically. The charts are published and are based on
the equations for R (capacitance ratio) and S (temperature factor).
[13]
[14]
F was then found using published charts in heat transfer and thermal fluid texts.
And,
6, 8
is,
[15]
Notice that all of the inlet and outlet temperatures are used for
, thus any unknown
temperatures must have been solved for at this point. Rearranging the NTU equations, UA can be
solve for,
[16]
U must be known in order to solve for A, which is needed in order to select an appropriate heat
exchanger. This method holds for both the intercooler and the radiator. The temperatures and
flow rates are different, but the process remains the same.
2.3 Testing the System
Once the system was installed into the engine bay, thermocouples were attached to inlet and
outlet lines. The four thermocouples were attached to two data consoles to view the temperatures
during test runs (ref. Figure 5). Because the temperatures could not be recorded on the consoles,
the temperatures were written down. Test drives were made to determine actual temperatures of
the system. These temperatures were put into the calculations to determine if the heat exchangers
are of the proper size. In order to simplify the calculations, MS Excel was made to change the
temperatures and update all other values. Should the testing show that the heat exchangers are of
10
the incorrect size, the ones purchased will have to be removed and returned for ones that are
closer to the correct size.
Figure 5: Thermocouple Data Consoles
11
Results and Discussions

Fit Check and Installation of the Turbocharger
The turbocharger was installed with minimal modifications to the vehicle. The exhaust manifold
was modified to bolt the turbocharger to the engine and a flange on the turbocharger was
modified to allow proper orientation of the oil inlet/outlet and the air inlet/outlets. None of the
modifications affected the function of the turbocharger. Figure 6 shows the turbocharger installed
on the passenger side of the engine bay. The silver half of the turbocharger is the compressor and
the rust colored portion is the turbine.
Figure 6: Turbocharger Installed in Engine Bay Side and Front Views
Test drives with the turbocharger installed (and no intercooling system) showed reasonable boost
pressures and engine inlet air temperatures exceeding 200F. This information was used to better
focus the heat exchanger analysis to be described in the next section.
3.2 Compressor Airflow
The airflow rate for the compressor (ref Figure 6) was calculated first to determine if the
compressor is of suitable size for the system. The mass flow rate of the air was calculated from
the compressor flow rate given in Error! Reference source not found., Error! Reference
source not found., and Error! Reference source not found.. Error! Reference source not
found. uses cubic inch displacement (CID), 395, revolutions per minute (RPM) at which
turbocharging will occur, 2000, and the volumetric efficiency (VE), 80%. These values are part
12
of the engine specifications. These values in Error! Reference source not found. give a
volumetric flow rate of,
This is the nominal airflow rate of the engine and at atmospheric pressure. Airflow at the desired
boost pressure of 18 psi was calculated. The pressure ratio of Error! Reference source not
found. was calculated,
Given the new pressure ratio, a new airflow rate was calculated and from that the mass flow rate
was calculated,
To determine if the compressor is of suitable size, the airflow and boost pressure was plotted on
the compressor map. The compressor map was obtained from Holset, the turbocharger
manufacturer. The red dot on the map is the operating condition of the compressor for the
conditions of this project. The operating point falls between the surge and stall lines, indicating
that the compressor is correctly sized for these conditions. The efficiency is estimated at 75%
using the data curve in Figure 8. The orange line denotes the possible range of efficiencies that
the given flow rate can produce. The data point falls closer to the second curve than the third on
the compressor map and thus it falls in the same location on the efficiency map.
13
Figure 7: HE351VE Compressor Map CFM vs PR
Figure 8: HE351VE Efficiency Curve
14
3.3 Radiator Initial Analysis
Without known system operating temperatures it was difficult to determine the starting point for
the heat transfer analysis. The vehicle owner suggested a radiator that fit his vehicle and budget
and supplied temperature limits for his engine. The turbocharger would most likely be used while
towing uphill in the summer. Given this operating environment an ambient air temperature of
90F was used. If the air temperature is 90F, then the water flowing through the radiator will not
9
be exactly 90F, but 20 to 30 degrees above. Therefore a water outlet temperature of 120F was
chosen as an initial point. As these choices indicate there are many assumptions being made
about the turbocharger system and the fluids within it. Table 2 shows the radiator inlet and outlet
temperatures in Celsius.
Table 2: Radiator Temperatures
Water (C)
Air (C)
Inlet
110
32.22
Outlet
48.89
unknown
The first step was to find all of the properties for air and water. Since the temperature of water
and air changes across the heat exchanger, the fluid properties were found at the average
temperature for each of the fluids.
The subscript w in this and all subsequent calculations is water, a is air. Since an air outlet
temperature t2 was not known, an assumption was made for 60C, since it is about twice the inlet
temperature. The properties for water and air were found at their average temperatures, using
published tables and calculators (ref. Table 3).
Table 3: Radiator Water and Air properties
Density,
Specific Heat,
(kg/m )
Cp (J/kgK)
Water
972
4.198*10
Air
1.1
1.009*10
15
The water flow rate was found by using the flow rate from a potential pump. The vehicle owner
confirmed that the pump chosen was a realistic choice for the theoretical calculations. The Bosch
Cobra Water Pump had a listed flow rate of 317 gallons/hour with an assumed 80% efficiency. A
flow rate for the air over the radiator was needed. It was assumed that in a worst-case scenario
the vehicle would be turbocharging at a speed of 40 mph. To convert speed to a mass flow rate,
an area of flow was needed. The previously chosen radiator was used for this, which has listed
dimensions for the heat exchanger area,
Then the mass flow rates were calculated based on the pump flow rate for water and the speed
and frontal area for the air.
Knowing these values, Error! Reference source not found. was used to calculate the value for
q.
Knowing that qa=qw, the equation for qa can be rearranged to solve for t2, the air outlet
temperature, which was previously assumed to be 60C. Solving for t2
The NTU method was used to determine the value for UA, which is a good approximation to the
size needed for the heat exchanger. This can also be used to solve for the area and heat transfer
coefficient for the heat exchangers. The capacitances were calculated and effectivity was
determined from the capacitances (ref Equation [8] and [9]).
Since the cooler fluid (air) has a greater capacitance than the warmer fluid (water), the effectivity
is,
16
Error! Reference source not found. can be used to verify the heat transfer calculated in a
previous step.
This matches with the previous value found for q, which acted as a double check for the previous
calculation. Error! Reference source not found. and Error! Reference source not found. were
used to solve for UA.
The overall heat transfer area, A, was measured on the actual radiator being used. The area was
2
determined to be 2.11 m . From this the value of U, the overall heat transfer coefficient, was
calculated to be 1162 W/m. This value is a high value of U (although it is possible to design a
heat exchanger for this value). Without knowing exact temperatures in the system the optimal
area cannot be calculated. Exact temperatures will be measured once the system is tested. The
radiator chosen here (ref Figure 9), presents a good option. The radiator is rated for a range of
horsepower specifically for turbocharging a vehicle. The range given by the manufacturer
includes the range for the Suburban (195 Hp). Table 4 summarizes the calculations presented in
this section.
Table 4: Initial Radiator Calculations
Conditions
speed:
40mph
ambient:
90F (32C)
Parameter
Value
mair
2.13
Radiator
mwater
0.26
q
66.51
NTU
2.25
LMTD
29.17
E
0.79
UA
2451.69
17
Figure 9: Selected Radiator
3.4 Intercooler Analysis
Intercooler analysis followed radiator analysis since a water inlet temperature was previously
calculated. The same calculations used for the radiator were used for the intercooler.
Inlet and outlet temperatures for water (the cooler fluid) and air (the warmer fluid) are in Table 5.
The outlet water temperature, also the inlet radiator temperature, is the unknown value. Initial
runs with the turbocharger (no intercooler) showed inlet air temperatures in excess of 110C,
however the inlet air temperature (IAT) should not exceed 82C. The assumed temperatures are
shown in Table 5.
Table 5: Intercooler Temperatures
Water (C)
Air (C)
Inlet
48.89
110
Outlet
unknown
82.22
The first step was to find all of the properties for air and water. For this the average temperature
was taken for both water and air.
18
Since a water outlet temperature t2 is not known, iterations were made to calculate it based on q
and then the assumed temperature was adjusted until there was convergence. A final assumption
was made for 55C. The properties for water and air were found at these temperatures, using
tables and calculators and shown in Table 6 below.
Table 6: Intercooler Water and Air properties
Density,
Specific Heat,
(kg/m )
Cp (J/kgC)
Water
987.28
4.18*10
Air
0.95
1.01*10
The mass flow rates were calculated next. The water flow rate, based on the pump, was the same
as used for the radiator, 0.26 kg/s. The air flow rate is from the compressor calculations
presented in section 3.2. Knowing these values, Error! Reference source not found. was used
to calculate the value for q.
Knowing that qa=qw and solving for t2,
The NTU method was used to determine area and heat transfer coefficient for the heat
exchangers. The capacitances were calculated and effectivity was determined from the
capacitances.
Since the cooler fluid (water) has a greater capacitance than the warmer fluid (air), the effectivity
is,
Error! Reference source not found. can be used to verify the heat transfer calculated in a
previous step.
This verified the previous calculation for q. Error! Reference source not found. and Error!
Reference source not found. were used to solve for UA.
19
The overall heat transfer area, A, was measured on the actual intercooler being used. The area
2
was determined to be 1.58 m . From this the value of U, the overall heat transfer coefficient, was
2
calculated to be 76.12 W/m C. Without knowing exact temperatures in the system the optimal
area cannot be calculated. Exact temperatures were measured when the system was tested. The
intercooler chosen here presents the best option for both cost and size.
However, upon examination of the intercooler water outlet temperature, it can be seen that it is
not the same as the assumed value for the radiator water inlet temperature. From the system
schematic (ref Figure 3) it is seen that the intercooler water outlet temperature is the same as the
radiator water inlet temperature.
The value for T1 of the radiator analysis was assumed to be 110C. The temperature difference
between the assumed value at the radiator inlet and the calculated value at the intercooler outlet
is too large to ignore. The radiator calculations were repeated.
3.5 Radiator Calculations Iteration 1
The first set of calculations for the radiator analysis was based on assumptions. However, a value
for T1 was calculated from the intercooler analysis. This value, 53C, needed to be included in
the analysis. The same steps were followed for the iteration as was for the original analysis. The
known temperatures are:
Table 7: Radiator Temperatures Iteration 1
Water (C)
Air (C)
Inlet
53.54
32.33
Outlet
48.89
unknown
The average temperatures for water and air were calculated and their respective properties are
shown in Table 8.
20
Table 8: Radiator Properties Iteration 1
Density,
Specific Heat,
(kg/m )
Cp (J/kgK)
Water
987
4.182*10
Air
1.1
1.009*10
The temperatures for air remained the same, thus the properties were unchanged. The same
equations were used for this iteration so here only the results are presented. The results for
Iteration 1 are presented side by side with the original results to show the effect a change in
temperature has on the analysis.
Table 9: Iteration 1 Results
Parameter
Value Iteration 1
Value Original
0.263 kg/s
0.259 kg/s
2.13 kg/s
2.13 kg/s
qw
5.12kW
66.51 kW
t2 (air)
34.5C
63.25C
1.10E3
1.09E3
2.22E3
2.14E3
0.22
0.79
17.81
29.17
NTU
0.26
2.25
UA
287.28 W/C
2451.69 W/C
Comparing the results it is shown that the heat transfer decreased when the temperature
decreased, the air outlet temperature decreased, and the value for UA also decreased. The value
for U is more realistic than the original value calculated. Both values are based on the same heat
exchanger area. These values from Iteration 1 were used going forward.
21
3.6 System Installation and Instrumentation
The vehicle owner installed the components into the engine bay. The pictures below show the
installation locations. The turbocharger had remained installed from the trial fit and is shown in
Figure 6. The Intercooler was installed on the top right of the engine block. The air hoses were
routed from the compressor on the top left side of the engine block to the intercooler on the top
right (ref Figure 10)
Figure 10: Intercooler Location
The radiator was mounted to the inside of the front bumper (ref Figure 11), where holes already
existed for routing air. In the final calculations (including test data) the area of the holes were
used as a frontal area as opposed to the full frontal area of the radiator. Figure 12 shows the holes
in the front bumper. The water pump was mounted in the left front corner of the engine
compartment, as shown in Figure 13.
22
Figure 11: Radiator - Underside
Figure 12: Radiator Front Bumper
23
Figure 13: Pump Location
Measured temperatures were needed to verify the operation and sizing of the system.
Thermocouples and hand held data loggers were purchased. The thermocouples were installed
into the system at the starred locations shown in Figure 14. In addition, the vehicle owner had a
thermocouple measuring exhaust gas temperatures from the previous turbocharger. The four
thermocouples giving the inlet and outlet temperatures needed for calculations were fully
inserted into the water and air lines. On the air lines, the thermocouples were pushed in under
joints and the joint sealed again. On the water lines, T-fittings were installed and the
thermocouples inserted into the T-fitting. The T-fitting was then sealed with silicone to prevent
water leakage. However, the cloth coating on the thermocouples absorbed the water and capillary
action caused small leaks to occur.
24
T2
Th
Tc
T1
Figure 14: Thermocouple Locations
3.7 Test Drive Results and Recalculations
With the system and thermocouples installed test drives began on December 1, 2009 and lasted
for three days. Multiple runs were made to ensure that the data was repeatable and that the
thermocouples were reliable. Test runs were made at both highway speed and at the original
speed of 40 miles per hour. Vehicle speed and RPMs were collected by a laptop program
Diagnose. Boost pressure was not connected to the data logging program, so the driver gave
peak boost pressures during each run and these were included in the calculations. At the
completion of testing the data was analyzed and plotted using MS Excel to determine
repeatability. There were slight variations in the data sets, so the outliers were removed from the
test sets. Raw data files and excel charts are available in Appendix B. Table 10 shows the
thermocouple location mnemonics used. For thermocouple locations reference Figure 14.
Table 10: Thermocouple Location and Mnemonic
Thermocouple Location
Mnemonic
Air, compressor outlet/intercooler inlet

T1
Air, intercooler oulet/engine inlet

T2
Water, radiator oulet/intercooler inlet

Tc
Water, intercooler outlet/radiator inlet

Th
25
Initial calculations for the heat exchangers were performed at an ambient air temperature of
32.2C (90F). However, in order to provide a direct comparison of theoretical calculations to the
test data, the calculations were repeated using an ambient temperature closer to that of the test
runs, 10C. This allows for a direct comparison between the values for UA and thus the size
needed for a heat exchanger.
The initial test data calculations showed a discrepancy in the data, which gave errors when
calculating the log mean temperature difference. Upon further review it was determined that the
water circulation system was a 50/50 mixture of water and antifreeze (primarily ethylene glycol).
The density and specific heat for this mixture were determined using the average of the water
11
and ethylene glycol values. Changing the water properties to the properties of the mixture
allowed for the correct calculation of the log mean temperature difference.
Initial calculations of the radiator test data at highway speeds showed values for UA of almost
7
3000 W/C, this value is high for UA. Calculations for the intercooler revealed that the mass
flow rate for the pump had been estimated high. The original value using 80% of the pump flow
rate (ref. 3.3) was much higher than the calculated flow rate at the intercooler. At the intercooler
all of the inlet and outlet temperatures are known from the data collection. Knowing the airflow
rate (compressor flow rate) based on engine RPM (recorded), the heat transfer of the air side was
calculated following the previously described procedure.
Since, qa=qw, the mass flow rate of water can be calculated using
Where Cpw, Th, and Tc are known values. The water mass flow rate was calculated to be 0.092
kg/s, much lower than the predicted 0.28 kg/s (ref. 3.3). The radiator calculations were repeated
using the new value for mass flow rate of the water. The new calculations gave a value of 485.5
W/C for UA.
The final results of the calculations using test data compared to the theoretical data are shown in
Table 11 through Table 14. The complete calculations are shown in Appendix C.
26
Table 11: Highway Speed Theoretical
Recalculations
Parameter
Conditions
Value
Theoretical Calcs
Comp.
speed:
RPM
highway
3000
ambient:
CFM
554.21
50 F (10C)
mair
0.89
E
Radiator
0.17
mwater
0.263
UA
175.26
6.70
mair
NTU
0.30
0.20
Intercooler
mwater
LMTD
38.20
0.26
q
6.71
UA
175.26
NTU
0.54
Table 12: Highway Speeds Test Data
LMTD
40.87
Calculations
Conditions
date:
E
12/2/2009
0.40
speed:
highway
0.91
ambient: 47 F (8.33 C)
Radiator
mwater
Parameter
0.092
Value
Comp.
RPM
2610
7.35
CFM
NTU
482.16
1.55
mair
LMTD
15.14
0.092
E
q
0.73
7.35
UA
NTU
485.49
0.94
mair
LMTD
0.24
33.02
Intercooler
mwater
0.51
UA
227.10
27
Table 13 40 mph Theoretical Calculations
Conditions
Parameter
Theoretical Calcs
Value
speed:
Comp.
40mph
RPM
2000
ambient:
50F (10C)
q
5.74
CFM
182.87
NTU
0.43
LMTD
34.06
Air flow
0.40
E
0.3276
Radiator
Water flow
0.26
UA
171.89
NTU
0.6364
mair
0.204
LMTD
43.65
E
0.4545
Intercooler
mwater
0.26
q
5.72
UA
171.89
28
Table 14: 40 mph Test Data Calculations

Comp.
Conditions
RPM
date:
1968
12/2/2009
speed:
CFM
40mph
228.91
ambient:
Air flow
0.30
47F (8.33C)
Radiator
Water flow
0.09
Parameter
Value
1456.64
10.49
mair
NTU
0.13
4.78
Intercooler
mwater
LMTD
0.09
7.20
q
E
1.91
1.27
NTU
UA
4.78
LMTD
15.97
UA
E
0.5952
119.76
The theoretical calculations at both speeds are lower then the UA values for testing. The intercooler
theoretical UA values (at both speeds) were approximately the same for the test data calculations.
The radiator theoretical UA values were very different in the test data calculations. Had the heat
exchanger selection been based solely on the UA value, then the radiator would have been
undersized. Since other factors were used to select the heat exchangers, manufacturer information,
flow rate, and rated horsepower, the heat exchangers selected have proven to be of adequate size.
More test runs are needed at higher temperatures to create a fully analyzed system. These test runs
will occur in the summer months and the calculations will be updated.
29
4. Conclusions
The objective of this project was to analyze and install a turbocharger system in a Suburban 6.5L
diesel engine. The turbocharger was selected by the vehicle owner. The cooling system for the
vehicle was selected based on theoretical heat transfer calculations, budget, and available engine
bay space. The intercooler and radiator selected proved to be of proper size for the given conditions.
MS Excel sheets were created for future use in analyzing turbocharger systems.
It is possible and practical to use heat transfer calculations when sizing a turbocharger cooling
system. However, one must take into consideration the operational environment and flow
characteristics of the system in order to make an informed decision on which system to install.
30
References
Moran, Michael, and Howard Shapiro. Fundamentals of Engineering Thermodynamics. 5th ed.
John Wiley & Sons, 2004.
Bell, Corky. Maximum Boost. Cambridge, MA: Bentley Publishers, 1997
Cummins Turbo Technologies. Holset HE300.
http://www.holset.co.uk/mainsite/files/2_1_2_2-Holset%20HE300.php>. 5 Oct 2009.
Estill, John. Turbocharger Compressor Calculations.
<http://www.gnttype.org/techarea/turbo/turboflow.html>. 5 Oct 2009.
Cengel, Yunus, and Robert Turner. Fundamentals of Thermal-Fluid Sciences. NY, NY:
McGraw-Hill, 2005.
Donald Pitts, and Leighton Sissom. Schaum's Outline: Heat Transfer. 2nd ed. NY: McGrawHill, 1997.
Kraus, Allan, and Adrian Bejan. Heat Transfer Handbook. John Wiley & Sons, 2003..
Janna, William. Design of Thermal Fluid Systems. 2nd ed. Boston, MA: PWS Publishing
Company, 1998.
Spears, George. All About Intercooling. Speaco Racing Intercoolers.
Turbocharged diesel and spark ignition engines : (selected papers through 1981). Print.
Ethlyene Glycol Heat-Transfer Fluid. <http://www.engineeringtoolbox.com/ethylene-glycold_146.html>
31
6. Appendix A: Theoretical Calculations

Compressor air flow calculations
CFM=VE*CID*RPM/3456
CID is cubic inches of engine displacement
RPM is the engine speed
3456 is a conversion factor
VE is the volumetric efficiency
CID
395
for a 6.5 liter turbo diesel
RPM
2000
VE
0.8
CFM
182.8704
CID*RPM*VE/3456
converting to lb/min
lb/min
12.61806
now, recalculate the flow based on the boost pressure influxing more air into the engine
boost
18
psi
PR=boost+atm/atm
PR
2.22449
recalculate flow rate
lb/min
28.06874
lb/min*PR
CFM
406.7933
32
Radiator Calculations - Original
Water
C
Air
C
Heat Exchanger Frontal Area
T1
110.00t1
32.22(ambient)
L
24
T2
48.89t2
H
7
168in^2
A
0.11m^2
obtaining density
assume
air density
@ t1+t2/2 t2=
Tfw, film temperature w
60
tfa, film temperature air
79.44C
46.11C
115F
air density
175F
water density
air density
0.07lb/ft^3
1.10kg/m^3
water density @ T1+T2/2
water density
972.1488kg/m^3
qw
66505.15W
Heat Transfer, q
q=mass flow rate*specific heat*delta T
66.51kW
qa = qw
knowing qw, use qa to get t2
qa = mass flow rate*specific heat*(t2t1) = qw
solving for t2
Q
317GPH
t2
Pump Eff.
63.25C
80%
Q
253.6GPH
Q
0.00026666m^3/s
Vehicle Speed
mass flow rates
40mph
Air
mass flow rate = density*velocity*area
17.88meters/s
air flow rate
Pump Flow rate
2.13kg/s
Specific Heats, Cp
Water
air @ tfa
1.01E+03j/kgK
mass flow rate = Q*density
table
water @Tfw
4.20E+03j/kgK
water flow rate
0.26kg/s
33
table
NTU METHOD
Effectivity,E,dependenton
Capacitance, C
capacitance
C=massflow * specific heat

0.79
Ca, Cc
2.14E+03
Cw, Ch
1.09E+03
out of Cw and Ca, which one is max and which one is min
Cmax
2143.52
Cmin
1088.27
here, air is the cool temperature, and h is the higher temperature heat transfer, q
q=E*Cmin*(T1-t1)
q
66505.15W
66.51kW
same value for q, both methods agree log mean temperature different, Tlmtd
Tlmtd=
29.17
Correction Factor, F
need R and S for graphs
R
1.97E+00
1.969661
S
0.40
F
0.93from available plots of R, S, an dF
34
NTU q=UAFTlmtd NTU=UA/Cmin
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
2.25
UA
2451.69
U=
1161.94
A=
2.11
35
Intercooler Calculations - Original
Air
F
Water
F
Compressor Flow
T1
110.00
t1
48.89
Q
406.7933
CFM
T2
82.22
t2
Q
0.191985
m^3/s
Pump Flow
rate
Q
317
GPH
obtaining density
Pump Eff.
80
%
@
assume
water density
t1+t2/2
t2
55.00
Q
253.6
GPH
tfw, film temp water
51.94
C
Q
0.000267
m^3/s
water density
mass flow rates
water density
987.28
Air
987.28
kg/m^3
mass flow rate = density*Q
air flow rate

0.18
kg/s
air density @ T1+T2/2
Tfa, film temp air
96.11
C
qa
5119.92
W
205
F
air density
5.12
kW
air
0.0594
lb/ft^3
0.95
qa = mass flow rate*specific heat*(t2-t1) = qw

solving for t2
Water
kg/m^3
Heat Transfer, q
water flow rate

0.26
kg/s
Specific Heats, Cp
qa = qw
air @ tfa
1.01E+03
4.18E+03
j/kgK
j/kgK
table
table
water @Tfw
t2
53.54
C
NTU METHOD
Capacitance, C
Effectivity, E, dependent on capacitance

0.45
Ca, Ch
184.32
Cw, Cc
1101.51
Cmax
1101.513
Cmin
184.317
here, air is the cool temperature, and h is the higher temperature
36
heat transfer, q
q=E*Cmin*(T1-t1)
q
5119.921
W
5.120
kW
same value for q, both methods agree
log mean temperature different, Tlmtd
Tlmtd=
43.89
R
5.98
S
0.08
F
0.97
from available plots of R, S, an dF
NTU
q=UAFTlmtd
NTU=UA/Cmin
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
0.65
UA
120.27
A=
1.58
m^2
U=
76.12
37
5118.57 W
5.12 kW
Radiator Calculations Iterations 1
Water
C
Air
C
T1
53.54
t1
32.22
(ambient)
T2
48.89
t2
obtaining density
air density
t1+t2/2
assume t2=
37.77778
35.00
C
95
F
air density
air density
0.07
lb/ft^3
1.14
kg/m^3
Tfw, film temperature
51.21
C
124.1833
F
water density
water density
987.4874
kg/m^3
Heat Transfer, q
Ca, Cc
2.22E+03
Cw, Ch
qa = qw
1.10E+03
qw
out of Cw and Ca, which

one is max and which one is
min
Cmax
2218.40
Cmin
solving for t2
t2
34.53
C
NTU METHOD
Capacitance, C
1101.22
Effectivity, E, dependent on
capacitance
0.22
38
heat transfer, q q=E*Cmin*(T1-t1)
q 5118.57 W 5.12 kW
Tlmtd=
17.81
2.01E+00
S
0.11
from available plots of R, S, an
F
1
dF
NTU
q=UAFTlmtd
NTU=UA/Cmin
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
0.26
UA
287.38
U=
136.20
A=
2.11
39
7. Appendix B: Test Data

Run #
Th
Tc
T1
T2
RPM
Speed
1
82
67
183
120
3068
79
2
89
59
184
104
2602
88
3
98
63
202
117
2556
86
4
97
65
202
119
3350
86
5
96
65
197
119
3114
80
6
94
51
179
108
3103
81
7
106
58
171
118
2600
89
8
101
56
170
111
2631
89
9
108
74
171
120
2600
89
10
98
33
72
47
1961
39
11
97
38
78
53
1958
39
12
92
32
81
55
1986
40
Data Spread By Run
Th
Tc
T1
T2
Speed
RPM
220
4000
210
200
3500
(mph)
190
180
170
3000
160
Temperature (F), Speed

150
140
2500
Engine RPM
130
120
2000
110
100
90
1500
80
70
60
1000
50
40
30
500
20
10
0
2
6
8
10
Run Number
40
Data Spread By Run - 40 mph
Th
Tc
T1
T2
Speed
RPM
120
2500
mph
100
2000
Temperature (F), Speed,
80
1500
Engine RPM
60
40
1000
20
500
9
10
11
12
13
Run Number
Temperature vs Engine RPM
Th
Tc
T1
T2
200
175
(F)
150
Temperature
125
100
75
50
25
1750
2000
2250
2500
2750
3000
3250
3500
Engine RPM
41
8. Appendix C: Test Data Calculations

The following calculations are the heat transfer calculations with the test data at highway speeds
and at an ambient temperature of 47 deg Fahrenheit.
Compressor Air Flow Calculations
CFM=VE*CID*RPM/3456
CID is cubic inches of engine displacement
RPM is the engine speed
3456 is a conversion factor
VE is the volumetric efficiency
for a 6.5 liter turbo

CID
395
diesel
RPM
2610
VE
0.8
CFM
238.65
lb/min
16.47
recalculate the flow based on the boost pressure influxing more air into the engine
boost
15
psi
PR=boost+atm/atm
PR
2.02
lb/min
33.27
lb/min*PR
CFM
482.16
42
Radiator Calculations - Original
Water
C
Air
C

T1
40.56
t1
8.33
(ambient)
L
6.5
T2
17.04
t2
4.38
A
28.44
in^2
A
0.0183
m^2
obtaining density
Vehicle Speed
@
assume t2 =
air density
t1+t2/2
140
36
V
90
mph

22.16667
V
40.23
meters/s
71.9
F
density from online table
Pump Flow rate

air density
0.0742
lb/ft^3
Q
317
GPH
1.19
kg/m^3
Pump Eff.
80
Q
253.6
GPH
Q
0.000267
m^3/s
Tfw, film temperature
28.80
C
83.83
F
mass flow rates

Density from online table
Air
water density
1054.60
kg/m^3
mass flow rate = density*velocity*ar
air flow rate
0.88
Heat Transfer, q
Water
qa = qw

qw
22568.29
W
water flow rate
0.28
22.57
kW
Specific Heats, Cp
air @ tfa
1.01E+03
j/kgK
water
solving for t2
@Tfw
3.41E+03
j/kgK
t2
33.93
C
NTU METHOD
Capacitance, C
0.79
Ca, Cc
8.82E+02
Cw, Ch
9.60E+02
Cmax
959.60
Cmin
881.74
43
22568.29 W
22.57 kW same value for q, both methods agree
Tlmtd=
7.62
9.19E-01
0.91886
S
0.79
1
NTU
q=UAFTlmtd
NTU=UA/Cmin
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
3.36
UA
2962.42
large
U=
1403.99
unrealistic
A=
2.11
44
Intercooler Calculations - Test Data
Air
C
Water
C
T1
77.22
tfw, film temp

water
28.80
C
Density from
online
t1
17.04
T2
table
46.67
t2
40.56
Water
996.01
obtaining
density
1054.60
kg/m^3
water
@
air density @
T1+T2/2
density
Tfa, film temp air
t1+t2/2
61.94
qa
7349.646
W
qw
143.50
7383.023
7.350
Density from
online
kW
table
Air
0.07
knowing qa, we
use it to get water
mdot
qa = mass flow
rate*specific
heat*(t2-t1) = qw
lb/ft^3
Compressor
Flow
1.05
kg/m^3
482.16
CFM
Heat Transfer, q
q=mass flow
rate*specific
heat*delta T qa =
qw
0.23
m^3/s
Pump Flow rate
density*Q
317
GPH
Pump Eff.
air flow rate
80
0.24
Water
253.6
GPH
Q
mass flow rate =
0.000267
m^3/s
Q*density
mass flow rates
Air
water flow rate
0.09
k
mass flow rate =
calculated
J/kgC
ta
water @Tfw
Specific Heats,
Cp
air @ tfa
3.41E+03
J/kgC
T
1.01E+03
mdot
0.092
kg/s
NTU METHOD
Capacitance, C
Effectivity, E, dependent on
capacitance
0.508
Ca, Ch
2.41E+02
Cw, Cc
3.14E+02
out of Cw and Ca, which one is max

and which one is min
Cmax
313.93
Cmin
240.53
45
q
746.27
W
0.746
kW

Tlmtd=
33.02
need R and S for
graphs
R
1.31E+00
1.80315
S
0.39
F
0.98
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
0.94
UA
227.10
good
A=
1.58
m^2
U=
143.74
realistic
46
Radiator Calculations - Test Calculations Iteration 1
Heat Exchanger
Water
C
Air
C
Frontal Area
8.3
T1
40.56
t1
3
(ambient)
L
6.5
T2
17.04
t2
??
4.375
28.437
5
in^2
0.018
m^2
140
obtaining density
17
tfa, film temperature
assume
air
12.67
@
t2 =
air density
54.8
t1+t2/2
density from online

Vehicle Speed
table
V
90
mph
Air
0.0767
meters
lb/ft^3
V
40.23
/s
1.23
Pump Flow rate
kg/m^3
Q
317
GPH
Pum
Tfw, film
p Eff.
80
%
temperatur
Q
253.6
GPH
ew
28.80
C
0.0002
Q
67
83.83
F
mass flow rates
Density from online
table
Air
1054.6
m^3/s
Water
0
kg/m^3
air flow rate

0.91
kg/s
Wate
Heat Transfer, q
q=mass flow rate*specific heat*delta

mass flow rate =
Q*density
qa = qw
water flow rate

0.09
kg/s
7349.7
qw
0
W
Specific
7.35
kW
Heats, Cp
air @
1.01E+
tabl
tfa
03
j/kgK
e
wate
3.41E+
Tabl
r
03
j/kgK
e
47
@Tf w
solving for t2
t2
16.40
C
NTU METHOD
Effectivity, E,
dependent on
Capacitance, C
capacitance
0.729884
9.11E+
Ca, Cc
02
3.13E+
Cw, Ch
02
Cmax 911.44
Cmin 312.51
heat transfer, q
q=E*Cmin*(T1-t1)
7349.7
q 0
W
7.35
kW
Tlmtd= 15.14
Correction Factor, F need R and S for graphs

R
2.92
S
0.25
F
1
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
1.55
UA
485.49
good
48
U=
230.09
realistic
A=
2.11
The following calculations are for the test data collected at 40 miles per hour at an ambient
condition of 47 degrees Fahrenheit..
49
Compressor air flow calculations
CFM=VE*CID*RPM/3456
CID is cubic inches of engine displacement RPM is the engine speed
3456 is a conversion factor VE is the volumetric efficiency
CID
395
for a 6.5 liter turbo diesel
RPM
1968
VE
0.8
CFM
179.9444
converting to lb/min for compressor flow map

lb/min
12.41617
now, we need to recalculate the flow based on the boost pressure influxing more air into the
engine
boost
4
psi
PR=boost+atm/atm
PR
1.272109
lb/min
15.79472
lb/min*PR
1728
CFM
228.9089
3456
50
Radiator Calculations - 40mph Test Data
Water
C
Air
C

T1
35.56
t1
8.33
(ambient)
L
6.50
T2
1.11
t2
H
4.38
A
22.33
in^2
A
0.0144
m^2
obtaining density
Vehicle Speed
Air
@
assume
DENSITY
t1+t2/2
t2=
42.22
V
40
mph
tfa, film temp air

25.28
C
17.88
meters/s
77.50
F
Table for Density
Pump Flow rate
Air
0.0735
lb/ft^3
Q
317
GPH
1.18
kg/m^3
Pump Eff.
80
%
Q
253.60
GPH
H20 DENSITY
0.000267
m^3/s
Tfw, film temp water

18.33
C
65.00
F
mass flow rates
Table for Density
Air
Water
1055.87
kg/m^3
air flow rate

0.30
kg/s
Heat Transfer, q
q=mass flow rate*specific heat*delta T qa =

qw
qw

solving for
32810.88
W
t2
t2
32.81
46.64
kW
115.95
air @ tfa
1.01E+03
J/kgC
Water
air table
water

water flow rate
0.28
water
kg/s
@Tfw
Specific Heats, Cp
3.38E+03
J/kgC
table
NTU METHOD
Capacitance, C
3.95
Ca, Cc
3.05E+02
Cw, Ch
9.53E+02
Cmax
952.57
Cmin
304.88
heat transfer, q
51
q=E*Cmin*(T1-t1)
q
32810.88
W
32.81
kW
Tlmtd= 30.37
R
3.20E-01
S
0.71
F
0.9
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
3.94
UA
1200.60
ok
U=
569.01
ok
A=
2.11
52
Intercooler Calculations - Test Run 40mph - 12/2
Air
11.11
t2
35.56
Water
C
Compressor Flow
T1
Q
25.00
228.91
t1
CFM
1.67
T2
0.11
m^3/s
C
65.5
F
obtaining density
Pump Flow rate
water density @
t1+t2/2
Q
317
GPH
Pump Eff.
tfw, film
temperature water
18.61
80
%
253.60
0.000267
GPH
m^3/s
Table for Density
mass flow rates
water
998.5364159
Air
mass flow rate =
1055.87
kg/m^3
density*Q
air flow rate
0.13
kg
air density @ T1+T2/2
Tfa, film temperature a
18.06
C
Water
mass flow rate =
64.5
Q*density
Table for Density
water flow rate
0.28
kg
Air
0.0756
lb/ft^3
1.21
kg/m^3
Specific Heats, Cp
air @ tfa
1.01E+03
J/kgC
a
w
Heat Transfer, q
water @Tfw
3.38E+03
J/kgC
ta
qa = qw
qa
1826.133
1.826
kW
knowing qw, use qa to get mdot
mdot
0.016
kg/s
SOLVE FOR Mdot to get pump flow rate
NTU METHOD
Capacitance, C
0.595238
Ca, Ch
1.31E+02
Cw, Cc
9.53E+02
out of Cw and Ca, which one is max and which one

is min
Cmax
952.575
Cmin
131.482
here, air is the cool temperature, and h is the higher

temperature
53
q
1913.092
W
1.913
kW

Tlmtd=
15.97392979
R
7.24E+00
S
1.452380952
F
1
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
0.910875704
UA
119.7633814
low
A=
1.58
m^2
U=
75.79960846
low
54
Radiation Iteration 1- Test Runs at 40 mph

Water
C
Air
C

T1
35.56
t1
8.33
(ambient)
L
6.50
T2
1.11
t2
H
4.38
A
22.33
in^2
A
0.0144
m^2
obtaining density
Vehicle Speed
Air
@
assume
DENSITY
t1+t2/2
t2=
42.22
V
40
mph
tfa, film temp air

25.28
C
V
17.88
meters/s
77.50
F
Table for Density
Pump Flow rate
Air
0.0735
lb/ft^3
Q
317
GPH
1.18
kg/m^3
Pump Eff.
80
%
Q
253.60
GPH
H20 DENSITY
Q
0.000267
m^3/s
Tfw, film temp water

18.33
65.00
F
mass flow rates
Table for Density
Air
Water
1055.87
kg/m^3
air flow rate

0.30
kg/s
Heat Transfer, q
t2
q=mass flow rate*specific heat*delta T qa =
qw
qw
10487.95
5.96
C
42.73
F
W
Water
10.49
kW

water flow rate
0.09
kg/s

solving for
t2
Specific Heats, Cp
air @ tfa
water
1.01E+03
@Tfw
J/kgC
3.38E+03
air table
J/kgC
water
table
NTU METHOD
Capacitance, C
1.27
Ca, Cc
3.05E+02
Cw, Ch
3.04E+02
Cmax
304.88
Cmin
304.49
heat transfer, q
55
q=E*Cmin*(T1-t1)
q
10487.95
W
10.49
kW
same value for q, both methods

agree
log mean temperature different,

Tlmtd
Tlmtd=
7.20
R
1.00E+00
S
-11.49
F
1
NTU=q/FTlmtdCmin
UA=NTU/Cmin
NTU
4.78
UA
1456.64
ok
U=
690.35
ok
A=
2.11
56

Analysis of A Turbocharger System For A Diesel Engine Rev1

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Analysis of A Turbocharger System For A Diesel Engine Rev1

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Analysis of a Turbocharger System for a Diesel Engine

An Engineering Project Submitted to the Graduate Faculty of Rensselaer Polytechnic

in Partial Fulfillment of the Requirements for the degree of

MASTER OF ENGINEERING IN MECHANICAL ENGINEERING

Rensselaer Polytechnic Institute

December 18, 2009

All Rights Reserved

Turbocharger System in a Diesel Engine ...........................................................

Table 1: Holset HE351VE Turbocharger Specifications

Table 3: Radiator Temperatures

Table 4: Radiator Water and Air properties

Table 5: Intercooler Temperatures

Table 6: Intercooler Water and Air properties19

Table 7: Radiator Temperatures Iteration 1 20

Table 8: Radiator Properties Iteration 1

Table 9: Iteration 1 Results

Table 10: Thermocouple Location and Mnemonic

Table 11: Highway Speed Theoretical Recalculations

Table 12: Highway Speeds Test Data Calculations

Table 13 40 mph Theoretical Calculations

Table 14: 40 mph Test Data Calculations

Figure 2: Turbocharger Cross-section2

Figure 3: Turbocharger System with Air-Water Intercooler System 3

Figure 4: Variable Geometry Turbine, small and large area 5

Figure 5: Thermocouple Data Consoles

Figure 6: Turbocharger Installed in Engine Bay Side and Front Views

Figure 7: HE351VE Compressor Map CFM vs PR

Figure 8: HE351VE Efficiency Curve

Figure 9: Intercooler Location

Figure 10: Radiator - Underside

Figure 11: Radiator Front Bumper 23

Figure 12: Pump Location

Figure 13: Thermocouple Locations 25

Mass flow rate, kg/s

NTU Number of Transfer Units

Volumetric flow rate, m /s q Heat transfer, W

Temperature of the warmer fluid, C

Average fluid temperature, C

TLMTD Log Mean Temperature Difference, C

Temperature of the cooler fluid, C

Overall heat transfer coefficient, W/C

Subscript for water

Subscript for inlet properties

Subscript for outlet properties

1.2 Diesel Engine

Figure 1: Diesel Engine Four-Stroke Cycle

thus increasing engine power.

1.3 Turbocharger System in a Diesel Engine

Figure 2: Turbocharger Cross-section

Figure 3: Turbocharger System with Air-Water Intercooler System

locations of all components are presented in the results.

Table 1 gives the specifications for the HE300 series.

Figure 4: Variable Geometry Turbine, small and large area

Table 1: Holset HE351VE Turbocharger Specifications

Holset HE300 Series

Engine capacity (L)

Output range (hp)

2. Theory and Methodology

Analyze the compressor flow rate

Analyze the water-air radiator and analyze the intercooler

Repeat analysis with test data

Compressor Flow Rate

2.2 Heat Exchanger Analysis

q=mass flow ratespecific heatdelta T

qa = mass flow ratespecific heat(t2t1) = qw

mass flow rate = densityvelocityarea

qa = mass flow ratespecific heat(t2-t1) = qw