ADVANCED TOPIC

OF

TURBO CHARGER AND SUPER CHARGER

Submitted by

ANIL SHARMA

(ME 13402)

Bachelor of technology

In

MECHENICAL ENGINEERING

At

SHRI JAGDISH PRASAD JHABARMAL TIBREWALA

UNIVERSITY JHUNJHUNU

2015-2016

Table of ContentsINTRODUCTION......................................................................................................................1

Turbo-Charger........................................................................................................................2

WORKING OF TURBOCHARGER..............................................................................................5

HOW TURBOCHARGER WORKS..............................................................................................5

INSTALLATION OF TURBOCHARGER.......................................................................................6

WORKING PRINCIPLE..............................................................................................................6

BENEFITS OF TURBOCHARGING.............................................................................................7

CONCLUSION..........................................................................................................................8

Supercharger........................................................................................................................10

Type of supercharge.............................................................................................................10

The Difference between a Turbocharger and a Supercharger..............................................12

Comparing Performance between a Turbocharger and a Supercharger..................13

Twin-turbo............................................................................................................................14

TYPE OF TWIN TURBO CHARGER..........................................................................................14

Parallel Twin Turbochargers....................................................................................................14

Sequential Twin Turbochargers...............................................................................................14

1

INTRODUCTION

The output of the engine exhaust gas is given to the input of the turbine blades,

so that the pressurized air produced. This power, the alternate power must be

much more convenient in availability and usage. The next important reason for

the search of effective, unadulterated power are to save the surrounding

environments including men, machine and material of both the existing and

the next fourth generation from pollution, the cause for many harmful

happenings and to reach the saturation point. The most talented power against

the natural resource is supposed to be the electric and solar energies that best

suit the automobiles. The unadulterated zero emission electrical and solar

power, is the only easily attainable alternate source. Hence we decided to

incorporate the solar power in the field of automobile, the concept of many

Multi-nationals Companies (MNC) and to get relieved from the incorrigible air

pollution. What the turbo-charger was does is that it simply increases the

volumetric efficiency of the engine. The performance of an internal

combustion engine can be increased by adding turbocharging. A turbocharger

compresses the air so that more oxygen flows into the combustion chamber. In

this way, more fuel is burned and the power output of the engine increases

accordingly. The turbocharger is driven by exhaust gas, which makes

turbocharged diesel engines very efficient. MTU develops this key technology

for high-performance engines in-house. Turbocharger development and

production at MTU Turbocharging is an integral component of the engine

design concept. It shapes the characteristics of the engine more than almost

any other system, as it affects its economy, dynamics and emission

characteristics. This is why turbocharging is one of MTU’s key technologies.

MTU has a tradition of maintaining the expertise for developing and producing

its turbochargers in-house. The range of MTU turbochargers extends across

engine power ratings from 400 to 10,000 kW. Turbochargers are purchased for

engine designs in which synergy effects with the commercial vehicles sector

can be used.

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In turbocharging, the turbocharger is being driven by a gas turbine using the

energy in exhaust gases. The major parts of turbocharger are turbine wheel,

turbine housing, turbo shaft, comp. wheel, comp. housing & bearing housing.

A 4-stroke S.I. Engine is an engine that uses gasoline as fuel. S.I.engine is a

spark ignited engine that is the combustion is carried out by spark ignition, it is

achieved by installation of spark plug on cylinder head.

In this project we are using Honda Stunner CBF 125cc for the installation of

turbocharger. The CBF125 is a motorcycle manufactured by Honda's Indian

subsidiary HMSI. The motorcycle is known as Stunner in the Indian market. In

India, it has two variants, the carburetor version simply called Stunner.

Turbo-Charger

Turbo-charging, simply, is a method of increasing the output of the engine

without increasing its size. The basic principle was simple and was already

being used in big diesel engines. European car makers installed small turbines

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turned by the exhaust gases of the same engine. This turbine compressed the

air that went on to the combustion chamber, thus ensuring a bigger explosion

and an incremental boost in power. The fuel-injection system, on its part, made

sure that only a definite quantity of fuel went into the combustion chamber.

BMW was the first to use turbo-charging in a production passenger car when

they launched the 2002 in 1973. The car was brilliantly packaged too and

paved the way for a simply magnificent ‘Turbo Era’ in the automotive world.

Swedish giant Saab took its cue from this and its ensuing 900 series was one of

the most characteristic turbo cars of its time. Intercoolers the latest turbo’s they

are used by most of today’s turbo-diesel engines to make the compressed air

denser. It works like this – on starting, exhaust gases spin the turbine and thus

activate a compressor that pressurizes the air. This pressurized air from the

turbo-charger is then sent through a duct to an air-cooled intercooler, which

lowers the temperature of the intake charge and thus increases its density. The

air-cooled intercoolers receive air through separate intakes and that explains

the small scoops and louvers usually found on the hoods of turbo-charged cars.

Modern turbo-diesel engines also make use of a temperature-sensitive, motor-

driven fan which boosts airflow at low engine speeds or when the intake air

temperature is high. Computers soon started playing an even bigger role in

cars. Engine management systems linked to fuel-injection systems meant

getting more out of the engine was even easier. For example, one can buy

chips that can boost power by 100 bhp for some Japanese cars, such as the

Nissan Skyline. Moreover, on-road speeds were being restricted all over the

world. Though most of the sports cars today are capable of doing more, they

are restricted electronically not to exceed 250 kmph even in autobahn-blessed

Germany. Turbo-charging lost its edge towards the end of the 1980s and today

this technology is used only in select performance cars. Porsche, for example,

is all set to build a turbo-charged version of its all-new 911 (water-cooled)

with added performance. Turbo engines were banned in Formula One too with

the idea of restricting the performance of the cars (and thereby making them

safer too). There are many who consider this a backward step in the world of

Formula One, which is considered to represent the ‘tomorrow’ of automotive

technology. But if one analyses the performance of normally aspirated cars in

F1 today (3,500 cc non-turbo), they perform as well, if not better, than the

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turbo cars of the early 1980s. So, there are no full stops in technology. While

road cars and even sports and racing cars are going in for more efficient

engines, better metallurgy and wilder-than-ever electronics to get their engines

to perform at an optimum level without sacrificing the performance edge,

turbochargers still continue to serve the same purpose they were invented for

albeit more so with diesel engines. Modern turbocharger is based on the

principle that if air entering in an engine is pressurized more oxygen and then

adding more fuel in the engine result in high torque and more power. A

turbocharged engine produces more power overall than the same engine

without the charging. This can significantly improve the power to weight ratio

for the engine. Now a day’s turbochargers are used in heavy vehicle, racing

cars and racing bikes. The Supercharger – or, as the Germans call it,

Kompressor! It’s a common tendency, especially amongst enthusiasts, to look

for ways in which to quench the thirst to produce ever more power from the

engine of their cars. Well, maybe not so much in our country—but certainly in

more affluent countries, where enthusiasts have the financial capability, and

desire, to soup up their cars in the search for better performance. One of the

most common solutions is to turbocharge a car—a technology we’ve looked at

in detail in the past—while the other popular route is to install a supercharger.

Now, these were actually invented even before the internal combustion engine

was developed for mainstream use in industrial and automotive applications.

So, as a technology, it’s been around for a while—and has seen constant

development over the years. Some of the earliest performance cars of the

world used superchargers to boost their performance—these included

legendary classics such as the Mercedes 540K, Bugatti Type 35C, and, of

course, the famous ‘Blower’ Bentley’s, which conquered Le Mans and were

the fastest cars of their day. So, it could be said that in the history of force

induction, this is the earliest, and one of the most successful progenitors. In the

1970s of past century, with the turbocharger’s entry into motor sports,

especially into Formula I racing, the turbocharged passenger car engine

became very popular. The word “turbo” became quite fashionable. At that

time, almost every automobile manufacturer offered at least one top model

equipped with a turbocharged petrol engine. However, this phenomenon

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disappeared after a few years because although the turbocharged petrol engine

was more powerful, it was not economical.

WORKING OF TURBOCHARGER

Since the power a piston engine can produce is directly dependent upon the

mass of air it can ingest, the purpose of forced induction (turbo-supercharging

and supercharging) is to increase the inlet manifold pressure and density so as

to make the cylinders ingest a greater mass of air during each intake stroke. A

supercharger is an air compressor driven directly by the engine crankshaft, and

as such, consumes some of the power produced by the combustion of fuel,

thereby increasing BSFC and engine wear for a given amount of produced

power. A turbocharger consists of a single-stage radial-flow (―centrifugal‖)

compressor (air pump), which is driven by a single-stage radial-flow turbine,

instead of being driven directly by the crankshaft. The turbine extracts wasted

kinetic and thermal energy from the high-temperature exhaust gas flow and

produces the power to drive the compressor, at the cost of a slight increase in

pumping losses.

HOW TURBOCHARGER WORKS

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INSTALLATION OF TURBOCHARGER

Steps for installation

1. Connect the turbo inlet with engine exhaust port with the help of studd nut &

welding.

2. The turbine shaft is connected to a compressor, which draws in combustion

air, compresses it, and then supplies it to the engine.

3. Now connect air filter with turbo compressor section.

4. Connect turbo air inlet with hos pipe with bike air cleaner.

5. Now connect carburettor with air cleaner & with engine.

6. Connect silencer with waste gate from where the waste gas will flow.

WORKING PRINCIPLE

A turbocharger consists of a turbine and a compressor on a shared shaft. The

turbine converts 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. The output of the engine exhaust gas is given

to the input of the turbine blades, so that the pressurized air produced. This

7

power, the alternate power must be much more convenient in availability and

usage. The next important reason for the search of effective, unadulterated

power are to save the surrounding environments including men, machine and

material of both the existing and the next fourth generation from pollution, the

cause for many harmful happenings and to reach the saturation point. We have

designed and fabricated a prototype of the Turbocharger was implemented in

Two- wheeler, In which the efficiency of the Engine can be increased. Thus

we have developed a method to increase the efficiency of the engine and at the

same time to control the Emissions from the engine. The experimental setup of

block diagram shows the arrangement of turbocharger in two- wheeler. This

type of engine will be more efficient than existing engine

BENEFITS OF TURBOCHARGING

Increased engine power output (in the region of 50%increase).

Improved fuel consumption on (improved pressure balance across the engine.

Altitude compensation.

A very high percentage of two wheel gasoline vehicles (48%) were found not

complying with the prescribed National Emission Standards. The increase in

Carbon monoxide and Hydro carbon emissions by two wheel gasoline engine

sat accelerated engine speed was quite significant.

About90%ofscootersand85%ofmotorbikes were found emitting CO within the

prescribed national standard of 4.5%. About 33% of scooters and 83% of

motor bikes were found emitting Hydrocarbon within 2000ppm.

Duringhalfthrottlingabout90%ofscooters and 93%ofmotorbikes were found

emitting HC within the prescribed national standard of 2000PPM.

•During full throttling about 52% of scooter sand 47% of motorbikes were

found emitting HC not within the prescribed national standard of 2000PPM.

It was observed that the Carbon monoxide emissions from two wheel vehicles

increased from two to three times at the full acceleration engine conditions.

8

It was observed that the Hydrocarbon emissions from two wheel vehicles

increased from two to four times at the full acceleration engine conditions.

By the use of turbo charging in two wheelers the power can be enhanced. A

properly tuned turbo engine can produce 20% + more power compared to

stock but expect an increase in fuel consumption.

More power compared to the same size naturally aspirated engine.

Better thermal efficiency over naturally aspirated engine and super charged

engine because the engine exhaust is being used to do the useful work which

otherwise would have been wasted.

Automotive oil condition monitoring is far from a mature technology. As this

technology progresses and becomes more popular in the auto motive industry,

there will be many generations of sensors developed to improve accuracy and

range of capability.

While some vehicles come standard with oil change technologies today, the

majority do not. The companies developing these sensor technologies must be

able to convince the automotive industry and the public of their general

reliability and value. If this is successful, we may see condition-based oil

changes become the latest trend in vehicle technology over the next few years.

CONCLUSION

We have designed and fabricated a prototype of the Turbocharger was

implemented in Two- wheeler, In which the efficiency of the Engine can be

increased .Thus we have developed a method to increase the efficiency of the

engine and at the same time to control the Emissions from the engine. The

experimental setup of block diagram shows the arrangement of turbocharger in

two- wheeler. This type of engine will be more efficient than existing engines.

This work is an attempt to reduce our dependency on foreign oil and reduce

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the tailpipe emission from automobiles and this was an attempt to design and

implement this new technology that will drive us into the future. Use of

production turbo charger will reduce smog- forming pollutants over the current

national average. The first hybrid on the market will cut emissions of global-

warming pollutants by a third to a half and later modes may cut emissions by

even more.

ADVANTAGES

More power compared to the same size naturally aspirated engine.

Better thermal efficiency over naturally aspirated engine and super charged

engine, because the engine exhaust is being used to do the useful work which

otherwise would have been wasted.

Better Fuel Economy by the way of more power and torque from the same

sized engine. A century of development and refinement—for the last century

the SI engine has been developed and used widely in automobiles.

Continual development of this technology has produced an engine that easily

meets emissions and fuel economy standards. With current computer controls

and reformulated gasoline, today’s engines are much more efficient and less

polluting than those built 20 years ago.

Low cost–The SI engine is the lowest cost engine because of the huge volume

currently produced.

High Thermal efficiency.

Better volumetric efficiency.

High speed obtained.

Better average obtained.

Eco-friendly

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DISADVANTAGES

Bike cost will increase. Engine weight will increase. If there will be improper

maintenance then there will be problem in turbo such as turbo lag.

Supercharger

A supercharger is an air compressor that increases the pressure or density of

air supplied to an internal combustion engine. This gives each intake cycle of

the engine more oxygen, letting it burn more fuel and do more work, thus

increasing power.

Power for the supercharger can be provided mechanically by means of a belt,

gear, shaft, or chain connected to the engine's crankshaft. When power is

provided by a turbine powered by exhaust gas, a supercharger is known as a

turbosupercharger. – typically referred to simply as a turbocharger or just

turbo. Common usage restricts the term supercharger to mechanically driven

units.

Type of supercharge

1. Root

2. Screw

3. Centrifugal

Root: - The roots type supercharger is by far the

oldest, dating back to before the 20th century.

However, it has been continuously updated since it

was first invented and used, and has managed to hold

its own in modern times in several areas.

Originally, roots type superchargers push extra oxygen

into engines by using meshed-lobe rotors with two

lobes. These rotors rotate in opposite directions,

trapping air in pockets and forcing it from the inlet to

the compressor chamber, where it is compressed and

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moved into the engine. Modern designs use the same basic principal, but

usually use rotors with three or even four lobes, as well as other upgrades that

can improve efficiency in dramatic ways.

Screw: - The screw type supercharger works in a similar way to the roots type

supercharger. Screw type superchargers work by using two counter rotating

screws, rather than rotors. While this seems similar enough to a roots type

supercharger, it actually offers very different advantages and disadvantages.

Screw type superchargers are very good at moving air — they lose very little

of it due to their design. Additionally, they can compress air as they move it

using their screws. However, these advantages are not without cost. Screw

type superchargers are significantly less powerful before reaching high RPM

— and if used on an engine that never reaches high RPM, they will not ever

achieve their potential.

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Centrifugal: - Centrifugal superchargers are similar to many pumps or fans.

They pull air through an intake using an impeller, which collects air and forces

it out into a progressively smaller area, compressing it and leading to an

engine, where it is put to work.

Centrifugal superchargers use their special features to their advantage, but not

without drawbacks. In general, they are excellent at moving a large volume of

air. As a result of this, they are among the most efficient and effective

superchargers. Centrifugal superchargers have comparatively few moving

parts. As a result of this, they are quite reliable, requiring little maintenance.

They also generate much less heat than their more complicated equivalents.

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Unfortunately, they put a limited amount of pressure on this air, unlike the

other kinds of superchargers. They also perform less effectively at lower RPM.

The Difference between a Turbocharger and a Supercharger

Both turbochargers and superchargers are designed to force air into the

combustion chambers of the engine, yet they use different mechanical

operations to accomplish the task. A supercharger uses a gear driven by

another engine component; commonly, the crankshaft is equipped with a gear

to drive a belt, which drives the supercharger’s gear. As the engine spins, the

belt drives a turbine that acts as an air compressor to condense the ambient air

and force it into the engine’s air intake, where it is sucked into the cylinder by

the piston’s intake stroke. The air is compressed further during the piston’s

compression stroke. With a turbocharger, the centrifugal compressor turbine is

spun by exhaust gases escaping the engine after they have been forced out of

the cylinder by the combustion of the air/fuel mixture and the piston’s exhaust

stroke. Other than where they derive their propulsion from, the process of air

induction is essentially the same for both superchargers and turbochargers.

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Comparing Performance between a Turbocharger and a Supercharger

Generally, the conventional theory is that turbochargers operate in a more

efficient manner than superchargers, as they do not rob from the power an

engine produces by placing a drag on the mechanical parts that power the

supercharger. Therefore, turbochargers provide performance enhancements

without robbing from fuel economy. Superchargers make the engine work

harder, and therefore, they theoretically rob from fuel economy; this is not

something most performance drivers consider a big concern, however. The

supercharger is considered to provide better throttle response because the air is

constantly being pumped at a high volume. Turbochargers have a tendency to

lag, waiting for the exhaust gas pressure to build and raise the air intake RPM

of the turbine. With that being said, modern turbo design combined with

advanced engine electronics has leveled the playing field, and most

turbochargers on today’s performance vehicles do not suffer from turbo lag.

Twin-turbo

Twin-turbo or biturbo refers to a turbocharged engine in which two

turbochargers compress the intake charge. More specifically called "parallel

twin-turbos". Other kinds of turbocharging include sequential turbocharging,

and staged turbocharging. The latter is used in diesel automobile racing

applications.

TYPE OF TWIN TURBO CHARGER

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1. Parallel twin turbo charger

2. Sequential Twin Turbochargers

Parallel Twin Turbochargers

With a parallel design, the two turbochargers each share half of the engine’s

exhaust gases. Commonly used in a V6 engine, one turbo feeds off the left

bank of cylinders, and the other feeds off the right bank. Think of it as running

two three-cylinder engines that are synced together. This type of design model

would not be possible without advanced engine electronics that can balance

the airflow of the twin turbos to achieve the synced intake of combustion

gasses. The functional advantage of parallel twin turbos is that with the

sophisticated engine electronics in today’s cars, the turbo can add performance

while adding to the engine’s fuel economy.

Sequential Twin Turbochargers

With sequential twin turbos, the smaller of the two operates at low speeds and

the larger turbo kicks in at high speeds. Sequential twin turbos are often called

“two-stage turbo” because the smaller turbo will actually continue to run and

feed the larger turbo when it activates; hence, the sequential two-stage

moniker. This engineering design is not without fault; it takes a somewhat

complicated series of tubes or pipes to plumb a sequential twin turbo. The

design works well with diesel engines, which is where this type of

turbocharger is commonly used. Sequential twin turbos do a good job of

reducing turbo lag, something that would be more noticeable in a diesel-

powered vehicle.