BME ASSIGNMENT

GROUP ACTIVITY

FORCED INDUCTION IN AN I.C.

ENGINE
INDEX
 Why we chose forced induction.
 What is forced induction.
 Types of compressor.
o Turbocharger
 Compressor
 Center Housing/ Rotating Assembly (CHRA)
 Radial Bearing System
 Intercooler
 Wastegates
o Supercharger
o Nitrous Oxide
 Going Electric
 Problems
 Bibliography
Why we choose forced induction?
When people talk about high-performance cars or high-performance sports cars, the topic of turbocharger
usually comes up.
While seeing fast and furious things like this does raise questions

What is forced induction?

Forced induction is basically the process of delivering compressed air to the intake of an internal combustion
engine. Take any one of air, fuel or spark away from your car and you’re going nowhere fast. Try to increase
one, air for example. More air means more power, the very principle of forced induction. By compressing
intake air before feeding into the combustion chamber, forced induction attempts to squeeze more air in,
along with greater amounts of fuel. Bigger booms equal faster, more powerful rotations at the crankshaft
which in terms of horsepower and torque this is a good thing. Compared to a naturally aspirated engine, that
boosted beast sucks in almost 50% more air. Higher air mass flow rate allows a higher fuel flow rate (with
similar air/fuel ratio).

Types of compressors
Supercharging and turbocharging usually makes forced induction possible and differ chiefly in how they
generate boost: where a turbocharger is powered by exhaust gases, a supercharger is driven by a pulley via
the crankshaft.
Turbocharger
The idea of a turbo is to convert the energy held in your exhaust stream, which would normally go to trash,
into positive pressure driving air into the engine and thus producing more power. A turbocharger consists
mainly of the compressor, the turbine, and the bearing system that supports the turbine shaft, joining the
compressor wheels and turbine together.

Because of the tremendous heat involved in gathering and moving pressurized exhaust gases, the turbine
housing is fabricated from thick iron or steel. Exhaust arrives from the flange, revolves around the wheel
inside the volute, and withdrawals across the outlet coupling, into exhaust that is the downpipe.

The Compressor
The compressor section is made up of two
apparatuses: the compressor wheel and the
compressor jacket. The compressor’s job is
to compress fresh air and pipe it towards
the carburettor. The compressor wheel
rotates at the equal RPM as the turbine
wheel and, as the engine and turbine wheel
quickens, and the compressor wheel. This
procedure creates a burden in the intake
territory, which we call "boost" and is the
motive to install a turbocharger. A
compressor wheel’s job is to gather fresh air and compress it. As the wheel rotation, it takes fresh air, rotates
quarter along the blade, and forces it into the compressor cover, where it is then forced into the intake tube.
Center Housing / Rotating Assembly (CHRA)
Practically, the CHRA serves as the mounting point for both
housings and must be made of a substantial material to handle the
heat and stress of the turbine. It is to support and lubricate the
turbocharger’s bearings. Today, many quality manufacturers
propose advanced bearing systems, which excludes the old-
fashioned thrust bearing allowing the turbo to withstand up to 50
times the thrust load volume, equated to an orthodox unit.

Radial bearing system

With a sleeve bearing, the shaft turns deprived of
friction on an oil layer in the sleeve bearing bushing. The
bearing system is intended such that brass floating
bushings, spinning at about semi shaft speed, are located
between the motionless Centre housing and the rotating
shaft.

A distinct form of a sleeve bearing system is the one-

piece bearing system. The shaft turns inside a stationary
bushing. The outer bearing clearance is planned
specifically for the bearing damping, as no revolution
takes place.

Intercooler
As pressure increases within a fixed volume,
heat is created. As fresh air passes over the
intercooler’s outside and the thin fins as it
attracts heat away from the compacted air,
which provides a refrigeration effect. On
characteristic streetcars, which drive for
extended episodes of time, an air-to-air
intercooler is one of the most well-organized
ways to keep charge temperatures under
regulation. An air-to-water intercooler, on
the other hand, uses comparable principals
to an air-to-air element, although instead of
ambient air passing over the exterior, it uses
cool water, which allows for an unbelievable
amount of cooling ability. However, what an air-to-water system gains in temperature drop and competence,
it gives up in time, as the water will ultimately heat up and provide much less cooling.
Wastegates

A wastegate is simply a method that depletes off exhaust gas beforehand it reaches the inlet of the turbine
housing. To completely know the concept, let’s look at a turbo system deprived of a wastegate. As exhaust fills
the manifolds, it is concentrating on the turbocharger and moves in the turbine housing before increasing
across the turbine wheel and escaping through the downpipe. For maximum engines, this would generate an
extreme amount of boost/airflow and terminate parts, leaving you with a couple of melted pistons or a giant
hole in the chunk. To regulate boost, turbocharger systems depend on wastegates, which are attached to the
turbine housing (or internal of it in the case of an internally-gated turbo), and act as a regulated bypass for a
fraction of exhaust gas to adjust turbine speed.

Supercharger
A supercharger (also called a “blower”)
is driven by a belt. Engine’s crankshaft
spins the supercharger. This spinning
constructs a vacuum that slurps in and
compresses air which is then enforced
directly into the intake. Superchargers’
direct-drive strategy means that boost
is immediate, and by condensing and
delivering a usual capacity of air in
direct relation to engine RPMs, optimal
boost is available at any and all throttle
situations. Overall, superchargers suffer
because they must “steal” power from
the engine. In all cases, the power
established by the supercharger will
construct a net gain effect, but it also
transforms to efficiency concerns when
used in typical vehicles.
Nitrous oxide
When you heat nitrous oxide to about 570 degrees F (~300 C), it splits into oxygen and nitrogen. So the
addition of nitrous oxide in an engine means more oxygen. Because you have more oxygen, you can also inject
more fuel, letting the identical engine to produce more power. Nitrous oxide is one of the most naive ways to
provide a noteworthy horsepower boost to a gasoline engine.

When it vaporizes, nitrous oxide offers a noteworthy cooling effect on the intake air. When you cut the intake
air temperature, you raise the air's density, and this offers, even more, oxygen inside the cylinder.

The only difficulty with nitrous oxide is that it is objectively bulky, and the engine wishes a lot of it. Like any
gas, it takes up a reasonable sum of space even when compressed into a liquid. Therefore, a car ordinarily
carries only a scarce amount of nitrous oxide, and the driver uses it sustainably by pushing a button.

Going electric
The biggest aids of e-
supercharging are power
and response, mostly at
low engine speeds.
Because a supercharger's
capability to create boost
is not united to exhaust
energy or engine rpm, it
offers litheness not found
in alternatives. Though
old-style turbocharging
remains a more capable
means of adding power, it
has shortcomings such as
lag.

Electric superchargers
won’t substitute turbos,
but they allow for the
optimization of turbos and
additional technologies.
For example, disengaged
cylinders can remain
inactive longer when
supported by e-
supercharging.
Deactivated cylinders can remain latent longer when supported by e-supercharging.
PROBLEMS
High compression reasons extraordinary combustion temperatures. Elevated combustion temperatures top to
higher NOx emissions, thus forced induction can cause higher NOx fractions. The problem sits in the air-to-fuel
ratio that a motor can hold. A peak AFR would provide just sufficient air to burn all of the existing fuel. This
completely effective combustion is named as a stoichiometric mixture, and has an AFR of 13:1 — thirteen
shares air to one shares fuel. But stoichiometric mixtures burn awfully “hot” and can harm engine internals
when the hammer’s down. Under great load, engines cycle at quicker RPMs and just can’t waste the extra
heat. This generates knock, or pre-detonation, which causes compression stages within the cylinder that are
too elevated. To keep it together, engine management software reasons engines to run on the rich area to
keep chiller heads. In a forced induction engine alike results are applied to calm those better booms and
soothe boiling cylinder walls.
Bibliography
https://en.wikipedia.org/wiki/Forced_induction

http://www.superchevy.com/how-to/engines-drivetrain/1105gmhtp-basic-turbocharging-components-and-
theory

https://gearpatrol.com/2013/09/23/how-forced-induction-works

http://auto.howstuffworks.com/question259.htm

http://www.grsmotorsport.co.uk/sussexuni.html