Engine Turbo Nd Supercharging
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Transcript of Engine Turbo Nd Supercharging
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MIT OpenCourseWare http://ocw.mit.edu
2.61 Internal Combustion Engines Spring 2008
For information about citing these materials or our Terms of Use, visit: http://ocw.mit.edu/terms.
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Engine Turbo/Super Charging
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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 ηf,ηv– fuel conversion and volumetric
efficienciesηfm f QHV mf – fuel mass per cycle Torq = QHV– fuel heating value 2πnR nR – 1 for 2-stroke, 2 for 4-stroke engine
N – revolution per second
Power = Torq ⋅ 2πN VD – engine displacement ρa,0 – air density
Fmf = ( A)ηVρa,0VD
Super/turbo-charging: increase air density
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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
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Exhaust-gas turbocharger for trucks 1.Compressor housing, 2. Compressor impeller, 3. Turbine housing, 4. Rotor, 5. Bearing housing, 6. inflowing exhaust gas, 7.
Charge-air pressure regulation with Out-flowing exhaust gas, 8. Atmospheric fresh wastegate on exhaust gas end. 1.Engine, air, 9. Pre-compressed fresh air, 10. Oil inlet, 2. Exhaust-gas turbochager, 3. Wastegate 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
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Compressor: basic thermodynamics
Compressor efficiency ηc
W� η = W� ideal
c �Wactual
⎛ ′ ⎞
T W� ideal = m� cpT1⎜⎜
TT2
1 − 1⎟
⎟⎝ ⎠
γ−1′ T2 = ⎜⎜
⎛ P2 ⎟⎟⎞ γ
T1 ⎝ P1 ⎠
⎛ γ−1 ⎞ 1 ⎜⎛ P2 ⎞ γ ⎟
W� actual = m� cpT1⎜⎜⎜ ⎟⎟ − 1⎟ ηc ⎜⎜⎝ P1 ⎠ ⎟⎟
⎝ ⎠
W� actuals T2 = T1 + m� cp
1
2
m�
P1
P2
1
2’ 2
Ideal process
Actual process
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Turbine: basic thermodynamicsTurbine efficiency ηt4
W� ηt = W�� actual
Wideal3
m� W� ideal = m� cpT3
⎛⎜⎜1−
TT4
3
′ ⎞⎟⎟
T ⎝ ⎠ γ−1
′ T4 = ⎜⎜⎛ P4
⎟⎟⎞ γ
T3 ⎝ P3 ⎠
⎛ γ−1 ⎞⎜ ⎛ P ⎞ γ ⎟
W� actual = ηtm� cpT3 ⎜⎜⎜1−
⎝⎜⎜ P3
4
⎠⎟⎟
⎟⎟⎟
⎝ ⎠
W� actual s T4 = T3 −
m� cp
P4
P3
4’
3
4
Ideal process
Actual process
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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
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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
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Compressor/Turbine Characteristics
• Delivered pressure P2
• P2 = f(m� ,RT1,P1,N,D,μ, γ, geometric ratios) • Dimensional analysis:
– 7 dimensional variables → (7-3) = 4 dimensionless parameters (plus γ and geometric ratios)
⎛ P ⎞ N m� ⎜⎜ 2
⎟⎟ = f( , ,Re,γ, geometric ratios)⎝ P1 ⎠ γRT1 /D
⎜⎜⎛ P1
⎟⎟⎞
RT1D2
⎝ RT1 ⎠Velocity Velocity
Density High Re number flow → weak Re dependence For fixed geometry machinery and gas properties
⎛ P2 ⎞ f⎜⎛ N m� T1 ⎟
⎞⎜⎜ ⎟⎟ =
⎜⎝ P1 ⎠ ⎝ T1,
P1 ⎟⎠
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Compressor Map
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)
3.4
3.2
3.0
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.00 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Pres
sure
ratio
"Corrected" Flow rate m .
T1/P1
T1
Surge l
imit
7250
4840
2650
4025 N/
6960
72%70%
65%
74%
75%
5550
60%
6070
6530
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
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Compressor stall and surge
• Stall – Happens when incident flow angle is too large
(large Vθ/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 stall¾ reverse flow and violent flow rate surges
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Turbine Map
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 andWatson)
oitar erusserP
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.00.5 1.0 1.5 2.0 2.5 3.0
.Flow rate m T03/P03
4000
3500
30002500
1500500
NT03
07. = STtπ
5.6
0.6
5.5
0.4
.50
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
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Compressor Turbine Matching Exercise
• For simplicity, take away intercooler and wastegate
• Given engine brake power output ( ) and RPM, compressor map, turbine map, and engine map
WE �
1 4
• Find operating point, i.e. air flow ( ), fuel flow rate ( ) turbo-shaft revolution per second (N), compressor and turbine pressure ratios (πc and πt) etc.
mf �ma
�
mf �
WE �
Engine
C T
QL �
2 3
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Compressor/ turbine/engine matching
solution
Compressor
Turbine
Pres
sure
ratio
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.00.5 1.0 1.5 2.0 2.5 3.0
2.8
2.6
Flow rate m .
T03/P03
4000
3500
30002500
1500500
NT03
.40
.50
.55
.60
.65
ηt TS
= .7
0
Procedure : 1. Guess πc; can get engine inlet conditions :
⎡ γ−1 ⎤
P2 = πcP1 T2 = T1 ⎢
⎢( )πc γ
−1⎥⎥
ηc ⎢ ⎥ ⎢ ⎥⎣ ⎦
2. Then engine volumetric efficiency calibration will give the air flow m� a that can be 'swallowed'
3. From m� a and πc , the compressor speed N can be obtained from the compressor map
4. The fuel flow rate m� f may be obtained from the engine map :
W� E = m� f LHV ηf (RPM,W� E,A/F) 5.Engine exhaust temperature T3 may be obtained from
energy balance (with known engine mech. eff. ηM)
(m� a + m� f )cpT3 = m� acpT2 + m� fLHV − W� E − Q� LηM 6. Guess πt , then get turbine speed Nt from turbine map 7.Determine turbine power from turbine efficiency on map
⎡ γ−1 ⎤ ⎢ ⎛ 1 ⎞ γ ⎥
W� t = ηt ⎢1− ⎜⎜ π ⎟⎟ ⎥
⎢ ⎝ t ⎠ ⎥ ⎣ ⎦
8.Iterate on the values of πc and πt until W� t = W� c and Nt = Nc
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
3.4
3.2
3.0
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.00 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Pres
sure
ratio
"Corrected" Flow rate m .
T1/P1
T1
Surge l
imit
7250
4840
2650
4025 N/
6960
72%70%
65%
74%
75%
5550
60%
6070
6530
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principlesand Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
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Compressor/ Engine/ Turbine Matching
Compressor characteristics, with airflow requirements of a four-stroke truck engine superimposed. (From “Principles and Performance in Diesel Engineering,” Ed. by Haddad and Watson)
• 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
C T
Inter-Cooler Wastegate
Engine
Surg
e lim
it
Constant lo
adCo
nstan
t spe
ed
0.70
0.72
0.67
0.65
0.60
0.55
01.0
1.5
2.0
2.5
3.0
1 2 3 4
P p/P
1
mp1
T1
Figure by MIT OpenCourseWare. Adapted from Haddad, Sam David, and Watson, N. Principles and Performance in Diesel Engineering. Chichester, England: Ellis Horwood, 1984.
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Advanced turbocharger development
Electric assisted turbo-charging
• Concept– Put motor/ generator on
turbo-charger– reduce wastegate function
• Benefit – increase air flow at low
engine speed Engine– auxiliary electrical output
at part load
Motor/ Generator
Inter-Cooler
C T
Wastegate
Battery
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Advanced turbocharger development
Electrical turbo-charger • Concept
– turbine drives generator; compressor driven by motor
• Benefit – decoupling of turbine and
compressor map, hence much more freedom in performance optimization
– Auxiliary power output – do not need wastegate; no turbo-lag
Generator
Inter-Cooler
Engine
C TMotor
Battery
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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