CHAPTER I

INTRODUCTION

1.1 OBJECTIVE

The main objective of installing a turbocharger on the 4 stroke four cylinder diesel
engine is to improve the volumetric efficiency by increasing the density of the air
intake allowing more power per cycle. The power needed to drive the compressor
wheel of turbocharger is obtained from the kinetic energy of the exhaust gases which
is of no use. The following are objectives of installing a turbocharger on the naturally
aspirated engine

1. To increase brake thermal efficiency of the four cylinder 4 stroke diesel

engine.
2. To increase the volumetric efficiency of the engine with turbo when compared
with engine without turbo.
3. To increase the engine speed.
4. For decreasing the effluents.

1.2 ​IC ENGINE

An ​Internal Combustion Engine (ICE) ​is a ​heat engine ​where

the ​combustion​ of a fuel​ occurs with an oxidizer (usually air) in a combustion
chamber. In an internal combustion engine the expansion of the high-temperature and
high pressure gases produced by combustion applies direct force to some component
of the engine. The force is applied typically to pistons. This force moves the
component over a distance, transforming chemical energy into useful mechanical
energy.

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 The first commercially successful internal combustion engine was created
by Etienne Lenoir around 1859 and the first modern internal combustion engine was
created in 1876 by Nikolaus Otto.

The term internal combustion engine usually refers to an engine in which

combustion is intermittent, such as the more familiar four stroke and two stroke piston
engines, along with variants, such as the six stroke piston engine. A second class of
internal combustion engines use continuous combustion: gas turbines, jet engines and
most rocket engines, each of which are internal combustion engines that work on the
same principle as previously described.

Internal combustion engines are quite different from external combustion

engines. ICEs are usually powered by energy-dense fuels such as gasoline or diesel,
liquids derived from fossil fuels. While there are many stationary applications, most
ICEs are used in mobile applications and are the dominant power supply for vehicles
such as cars, aircraft, and boats.

Typically an ICE is fed with fossil fuels like natural gas or petroleum products
such as gasoline, diesel fuel or fuel oil. There is a growing usage of renewable
fuels like biodiesel for compression ignition engines and bio ethanol or methanol for
spark ignition engines.

1.3 Classification

There are several possible ways to classify internal combustion engines.

1.3.1 Reciprocating Engines

By number of strokes

● Two-stroke engine

● Four-stroke engine(Otto cycle)

● Six-stroke engine

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 By type of ignition

● Compression-ignition engine

● Spark-ignition (commonly found as gasoline engines)

1.3.2 Rotary Engines

Wankel Engine

​Continuous Combustion

● Gas Turbine
● Jet engine
● Rocket engine
● Ramjet

The following jet engine types are also gas turbines types
● Turbojet
● Turbofan
● Turboprop

Reciprocating Engine

A reciprocating engine, also known as a piston engine, works by expanding

hot gases (a mixture of air and fuel) within a cylinder in order to push a piston, which
in turn rotates a crankshaft and generates power.​ ​Unlike early steam engines, modern
piston engines do not require an external source of hot gases, hence they are known as
internal combustion engines
The movement of the piston is called a stroke. Piston engines are categorized by the
number of strokes required to complete one power cycle, as well as the speed of the
crankshaft (revolutions per minute, or rpm). The four-stroke engine, for instance,
requires four movements of the piston before the sequence of firing the engine
repeats.

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 There are two types of piston engine that employ internal combustion:
'spark-ignited' (or SG) and compression-ignited (diesel).

In spark-ignited piston engines, the air-fuel mixture is ignited via a spark plug
at the top of the cylinder. This is based on the Otto cycle, in which the fuel requires an
internal spark in order to reach the required temperature to burn.

Conversely, the diesel cycle, which is employed by compression-ignited piston

engines, raises temperature by compressing air. When the fuel is introduced to the
cylinder, the temperature is already hot enough for it to burn, with the expansion
forcing the piston down.

The base of a reciprocating internal combustion engine is the ​engine block​,

which is typically made of ​cast iron or ​aluminium​. The engine block contains
the ​cylinders​. In engines with more than one cylinder they are usually arranged either
in 1 row (​straight engine​) or 2 rows (​boxer engine or ​V engine​); 3 rows are
occasionally used (​W engine​) in contemporary engines, and other ​engine
configurations are possible and have been used. ​Single cylinder engines are common
for motorcycles and in small engines of machinery. Water-cooled engines contain
passages in the engine block where cooling fluid circulates (the ​water jacket​). Some
small engines are air-cooled, and instead of having a water jacket the cylinder block
has fins protruding away from it to cool by directly transferring heat to the air.

1.4 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. 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

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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.

1.5 FOUR STROKE ENGINE

Figure 1.1 4-Strokes of CI engine

The operations of a 4-stroke CI engine are: Refer Figure 1.1

1​.Intake
2​.Compression
3​.Power
4​ .Exhaust

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 The top dead center (TDC) of a piston is the position where it is nearest to the
valves; bottom ​dead center (BDC) is the opposite position where it is furthest from
them. A stroke is the movement of a piston from TDC to BDC or vice versa together
with the associated process. While an engine is in operation the crankshaft rotates
continuously at a nearly constant ​speed​. In a 4-stroke ICE each piston experiences 2
strokes per crankshaft revolution in the following order. Starting the description at
TDC, these are:

1. Intake​, ​induction​ or ​suction​: The intake valves are open as a result of the
cam lobe pressing down on the valve stem. The piston moves downward
increasing the volume of the combustion chamber and allowing air to enter in
the case of a CI engine or an air fuel mix in the case of SI engines that do not
use ​direct injection​. The air or air-fuel mixture is called the charge in any
case.

2. Compression​: In this stroke, both valves are closed and the piston moves
upward reducing the combustion chamber volume which reaches its minimum
when the piston is at TDC. The piston performs ​work ​on the charge as it is
being compressed; as a result its pressure, temperature and density increase;
an approximation to this behavior is provided by the ​ideal gas law. Just before
the piston reaches TDC, ignition begins. In the case of a SI engine, the spark
plug receives a high voltage pulse that generates the spark which gives it its
name and ignites the charge. In the case of a CI engine the fuel injector
quickly injects fuel into the combustion chamber as a spray; the fuel ignites
due to the high temperature.

3. Power​ or ​working stroke​: The pressure of the combustion gases pushes the
piston downward, generating more ​work ​than it required to compress the
charge. Complementary to the compression stroke, the combustion gases
expand and as a result their temperature, pressure and density decreases.
When the piston is near to BDC the exhaust valve opens. The combustion
gases expand ​irreversibly, ​due to the leftover pressure in excess of ​back
pressure​, the gauge pressure on the exhaust port; this is called the blow down.

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 4. Exhaust​: The exhaust valve remains open while the piston moves upward
expelling the combustion gases. For naturally aspirated engines a small part of
the combustion gases may remain in the cylinder during normal operation
because the piston does not close the combustion chamber completely; these
gases dissolve in the next charge. At the end of this stroke, the exhaust valve
closes, the intake valve opens, and the sequence repeats in the next cycle. The
intake valve may open before the exhaust valve closes to allow better
scavenging.

1.6 Air fuel ratio

Air–fuel ratio​ (​AFR​) is the mass ratio of ​air to ​fuel present in a ​combustion
process such as in an ​internal combustion engine or industrial furnace. The AFR is an
important measure for anti-pollution and performance-tuning reasons. If exactly
enough air is provided to completely burn all of the fuel, the ratio is known as
the ​stoichiometric​ mixture.

AFR numbers lower than stoichiometric are considered "rich". Rich mixtures
are less efficient, but may produce more power and burn cooler, which is kinder on
the engine. AFR numbers higher than stoichiometric are considered "​lean​." Lean
mixtures are more efficient but may cause engine damage or premature wear and
produce higher levels of nitrogen oxides.

1.7 TURBOCHARGER

Turbochargers were originally known as turbo superchargers when all forced

induction devices were classified as superchargers. Nowadays the term "supercharger"
is usually applied to only mechanically driven forced induction devices. The key
difference between a turbocharger and a conventional supercharger is that the latter is
mechanically driven by the engine, often through a belt connected to the crankshaft,
whereas a turbocharger is powered by a turbine driven by the engine's exhaust gas.

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Compared to a mechanically driven supercharger, turbochargers tend to be more
efficient. Turbochargers are commonly used on truck, car, train, aircraft, and
construction equipment engines. Refer 1.2

Figure 1.2 Turbocharger

Turbo charger is the mechanical device which increases density of air entering
into the combustion chamber of IC engine with compressor which is driven by a
turbine driven by exhaust gas of same IC engine. Turbo charging increases quantity of
air entering into the combustion chamber which promotes lean combustion, this
further result into better performance and lower exhaust emissions. From last few
years many researchers made effort to improve the power output of an engine and to
reduce exhaust gases by making some changes in conventional turbocharger and
installing some additional accessories like turbocharger and intercooler. Due to
increase in the demand of fuel efficient engines with more power and minimum
emissions more research will take place in this field. All these new requirements of IC
engine can be fulfilled by making some advancements in turbo charging technology.
Figure shows typical turbocharger installed on a IC engine.

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1.7.1 TYPES OF TURBOCHARGERS

According to use, requirement and type of engine turbochargers are divided into
following types,

1. Gasoline Turbocharger
Gasoline (Petrol) Turbocharger is similar to that of diesel engine turbocharger
in its working. However, the materials used are special and will have additional
features like water cooled bearing housing and recirculation valve to meet
specific gasoline engine operating requirements.

2. Non Waste gated Turbo charger

This is a basic Turbocharger without boost control. It is mainly used in

Industrial and off-highway engines and in some commercial vehicles.

3. Waste gated Turbocharger

It is a turbocharger with maximum boost pressure control. It is currently used

in Passenger cars and commercial vehicles. Turbo charger with integrated exhaust
manifold: The Engine exhaust manifold and turbine housing of this turbocharger is
made in single piece. This eliminates joints and facilitates ease of assembly onto the
engine.

4. Variable Turbine Geometry Turbocharger

Variable Turbine Geometry (VTG) Turbocharger provides boost on demand

due to its unique control mechanism. Mainly used in new generation Passenger cars
and Vehicles meeting BS IV and above Emission norms.

5. Regulated two stage Turbocharger

​Regulated two stage Turbocharger (R2S), this system uses one low pressure
turbocharger and one high pressure turbocharger i.e. two turbocharger for one engine

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to obtain high density power. This system offers possibility in downsizing the engine
to meet future Emission norms while meeting the customer drivability requirements.

6. fixed​ ​Geometry Turbocharger

The simplest turbocharger design from a control perspective is one whose

turbine and compressor geometry are fixed and that uses no means to control boost
pressure. The boost pressure provided by this type of turbocharger is entirely
determined by the engine exhaust flow and the characteristics of the turbocharger. The
turbocharger is optimized for a particular operating condition. Turbocharger turbine
size and/or A/R ratio tend to be relatively large for a given application because of the
need to size the turbocharger so that at the highest flow conditions, the turbocharger
does not overspeed or provide excessive boost pressure. While boost pressure near
rated conditions can be selected via turbocharger sizing, transient response and boost
pressure at lower engine speeds can suffer. Also, at high ​altitudes, turbocharger
speeds would tend to increase which could lead to problems with surge and/or
turbocharger overspeeding unless accounted for by oversizing the turbocharger.
However, for some engine applications operating primarily at a limited number of
steady-state conditions, an uncontrolled turbocharger with a fixed geometry turbine
can prove entirely satisfactory.

1.7.2 Turbocharger Design

A turbocharger is basically a combination of a compressor and a turbine, both
mounted on a common shaft. Turbocharger uses the exhaust gases of the engine itself,
to rotate the turbine which in turn moves the compressor.

Mainly two types of compressors are used in a turbocharger.

● Centrifugal compressors
● Axial flow compressors
Centrifugal compressors are generally used in applications where the size of
turbocharger is to be kept small, for e.g., turbocharger in automotive system.

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 Axial flow compressors are used in applications of larger radial units where
internal modifications might be needed. They are most efficient with engines using
heavy oils.

Main Parts
There are three main parts of a turbocharger

● Turbine
● Impeller / Compressor
● Central Hub
The wheels of the turbine and compressor are contained in their own conical
housing. The amount of air that is to be submitted depends on the sizes of these
wheels. The shaft is contained in the central hub with the help of bearings and
connects the turbine and impeller wheel on the opposite sides. Due to high speed of
rotation, extreme heat is generated in the hub. Water cooling or any other form of
cooling system is provided to prevent temperatures from rising. Sufficient sealing
arrangements are made between the compressor and turbine side to prevent mixing of
gases. A filter is provided on the turbine side to ensure that the air going to the
compressor side is free of any impurities.

Turbine Casing
The turbine casing is usually made of cast iron material. The inlet side of the
turbine have nozzle blade ring which is used for two purposes -

● To guide the incoming gas onto the turbine wheel

● To house the turbine bearings

The outlet side of the turbine casing consists of blower and air passages to supply
air to labyrinths seals. ​The turbine and impeller wheel sizes also dictate the amount of
air or exhaust that can flow through the system, and the relative efficiency at which
they operate. In general, the larger the turbine wheel and compressor wheel the larger
the flow capacity. Measurements and shapes can vary, as well as curvature and
number of blades on the wheels. A turbocharger’s performance is closely tied to its

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size. Large turbochargers take more heat and pressure to spin the turbine, creating lag
at low speed. Small turbochargers spin quickly, but may not have the same
performance at high acceleration. To efficiently combine the benefits of large and
small wheels, advanced schemes are used such as twin-turbochargers, twin-scroll
turbochargers, or variable-geometry turbochargers.

Figure 1.3 Turbine casing

Compressor Casing (Refer Figure 1.4)

The compressor casing is usually made of aluminum alloys and it also consists
of two parts. The inlet part or casing deals with drawing air from the surrounding
areas i.e engine room or deck spaces. If air is drawn from the deck spaces, special
ducting is made for the same. The advantage of drawing air from the deck spaces is
low air temperature and humidity. While the advantage of drawing air from the engine
space is that the air is pressurized and there is no need for long and complex ducting
arrangements. ​The flow range of a turbocharger compressor can be increased by
allowing air to bleed from a ring of holes or a circular groove around the compressor
at a point slightly downstream of the compressor inlet (but far nearer to the inlet than
to the outlet).

The ported shroud is a performance enhancement that allows the compressor

to operate at significantly lower flows. It achieves this by forcing a simulation of
impeller stall to occur continuously. Allowing some air to escape at this location
inhibits the onset of surge and widens the operating range. While peak efficiencies

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may decrease, high efficiency may be achieved over a greater range of engine speeds.
Increases in compressor efficiency result in slightly cooler (more dense) intake air,
which improves power. This is a passive structure that is constantly open (in contrast
to compressor exhaust blow off valves, which are mechanically or electronically
controlled). The ability of the compressor to provide high boost at low rpm may also
be increased marginally (because near choke conditions the compressor draws air
inward through the bleed path). Ported shrouds are used by many ​turbocharger
manufacturers.

Figure 1.4 compressor casing

Central Hub​ ​(Refer figure 1.5)

The center hub rotating assembly (CHRA) houses the shaft that connects the
compressor impeller and turbine. It also must contain a bearing system to suspend the
shaft, allowing it to rotate at very high speed with minimal friction. For instance, in
automotive applications the CHRA typically uses a thrust bearing or ball bearing
lubricated by a constant supply of pressurized engine oil. The CHRA may also be
considered "water-cooled" by having an entry and exit point for engine coolant.
Water-cooled models use engine coolant to keep lubricating oil cooler, avoiding
possible oil coking (destructive distillation of engine oil) from the extreme heat in the
turbine. The development of air-foil bearings removed this risk.

Ball bearings designed to support high speeds and temperatures are sometimes
used instead of fluid bearings to support the turbine shaft. This helps the turbocharger
accelerate more quickly and reduces turbo lag. Some variable nozzle turbochargers

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use a rotary electric actuator, which uses a direct stepper motor to open and close the
vanes, rather than pneumatic controllers that operate based on air pressure.

Figure 1.5 Central hub

1.7.3 Working

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 Figure1.6 layout of turbocharger

CY : Cylinder C : Compressor

CYi : Cylinder inlet Co : Compressor Outlet

CYo : Cylinder outlet Ci : Compressor inlet

EM: Exhaust Manifold Si : System Inlet

IM : Inlet Manifold So : System Outlet

T : Turbine Ti : Turbine Inlet

To : Turbine Outlet

The turbine uses energy from the exhaust gases to convert heat energy into
rotational motion. This rotational motion of turbine drives the compressor, which
draws in ambient air from the surrounding and pumps compressed air with high
density and pressure into the intake manifold.

The exhaust gas enters the turbine inlet side of the turbocharger through a
pressurized chamber and a series of filters. The nozzle blade rings concentrates the

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exhaust gas on to the turbine wheel. The movement of the turbine wheel rotates the
shaft which in turn rotates the impellor of the compressor. A part of this air goes to
the labyrinths seal from the outlet side of the turbine.

As the impeller rotates, air is sucked in through the center of the impeller and
due to the heavy rotational movement, experiences circumferential velocity which
pushes it outwards. A radial velocity is gained which pushes the air further outwards
on to the inducer. An additional resultant velocity is gained due to the accurately
designed inducer inlet angle which gives maximum compressor efficiency. Excessive
pressure leads to spoiling or fouling of the impeller and inducer surfaces. This results
in change in angle of incidence and thus drop in efficiency.

All heavy fuel engines are subjected to heavy load variations which results in
fluctuation of exhaust gas pressure. A prolonged fluctuation in pressure leads to
detrimental effects on the internal parts of the compressor. For this reason, constant
pressure chambers are provided in most of the engines. The exhaust gas, instead of
directly entering from the engine, first goes to the pressure chamber and from there it
is circulated to the turbine at constant pressure. This reduces the excessive stress that
gets created on the shaft bearing and sealing.

Figure 1.7 Working of Turbocharger

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1.7.4 Additional Technologies used in turbocharger

Intercooler (Refer figure 1.8)

When the pressure of the engine's intake air is increased, its temperature also
increases. In addition, heat soak from the hot exhaust gases spinning the turbine will
also heat the intake air. The warmer the intake air, the less dense, and the less oxygen
available for the combustion event, which reduces volumetric efficiency. Not only
does excessive intake-air temperature reduce efficiency, it also leads to engine knock,
or detonation, which is destructive to engines.

Turbocharger units often make use of an intercooler (also known as a charge

air cooler), to cool down the intake air. Intercoolers are often ​tested for leaks during
routine servicing, particularly in trucks where a leaking intercooler can result in a
20% reduction in fuel economy

Figure 1.8 Intercooler

Water injection

An alternative to intercooling is injecting water into the intake air to reduce the
temperature. This method has been used in automotive and aircraft application.

Fuel-air mixture ratio

In addition to the use of intercoolers, it is common practice to add extra fuel to

the intake air (known as "running an engine rich") for the sole purpose of cooling. The
amount of extra fuel varies, but typically reduces the air-fuel ratio to between 11 and
13, instead of the stoichiometric 14.7 (in petrol engines). The extra fuel is not burned

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(as there is insufficient oxygen to complete the chemical reaction), instead it
undergoes a phase change from atomized (liquid) to gas. This phase change absorbs
heat, and the added mass of the extra fuel reduces the average thermal energy of the
charge and exhaust gas. Even when a catalytic converter is used, the practice of
running an engine rich increases exhaust emissions.

Wastegate (Refer figure 1.9)

A wastegate regulates the exhaust gas flow that enters the exhaust-side driving
turbine and therefore the air intake into the manifold and the degree of boosting. It can
be controlled by a boost pressure assisted, generally vacuum hose attachment point
diaphragm (for vacuum and positive pressure to return commonly oil contaminated
waste to the emissions system) to force the spring-loaded diaphragm to stay closed
until the overboost point is sensed by the ecu or a solenoid operated by the
engine’s electronic control unit or a boost controller, but most production vehicles use
a single vacuum hose attachment point spring-loaded diaphragm that can alone be
pushed open, thus limiting overboost ability due to exhaust gas pressure forcing open
the wastegate.

Figure 1.9 Waste gate

Anti-surge/dump/blow off valves

Turbocharged engines operating at wide open throttle and high rpm requires a
large volume of air to flow between the turbocharger and the inlet of the engine.

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When the throttle is closed, compressed air flows to the throttle valve without an exit
(i.e., the air has nowhere to go).

In this situation, the surge can raise the pressure of the air to a level that can
cause damage. This is because if the pressure rises high enough, a compressor stall
occurs—stored pressurized air decompresses backward across the impeller and out the
inlet. The reverse flow back across the turbocharger makes the turbine shaft reduce in
speed more quickly than it would naturally, possibly damaging the turbocharger. To
prevent this from happening, a valve is fitted between the turbocharger and inlet,
which vents off the excess air pressure. These are known as an anti-surge, diverter,
bypass, turbo-relief valve, blow-off valve (BOV), or dump valve. It is a pressure relief
valve, and is normally operated by the vacuum from the intake manifold.

The primary use of this valve is to maintain the spinning of the turbocharger at
a high speed. The air is usually recycled back into the turbocharger inlet (diverter or
bypass valves), but can also be vented to the atmosphere (blow off valve). Recycling
back into the turbocharger inlet is required on an engine that uses a mass-airflow fuel
injection system, because dumping the excessive air overboard downstream of the
mass airflow sensor causes an excessively rich fuel mixture—because the
mass-airflow sensor has already accounted for the extra air that is no longer being
used. Valves that recycle the air also shorten the time needed to re-spool the
turbocharger after sudden engine deceleration, since load on the turbocharger when
the valve is active is much lower than if the air charge vents to atmosphere.

Free floating

A free floating turbocharger is the simplest type of turbocharger. This

configuration has no waste gate and can’t control its own boost levels. They are
typically designed to attain maximum boost at full throttle. Free floating
turbochargers produce more horsepower because they have less backpressure, but are
not driveable in performance applications without an external waste gate.

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 CHAPTER II

2. ​Literature Survey

2.1 History

The first turbocharger was patented in 1905 by Alfred Bucchi of Switzerland,

who then built the first prototype in 1915. In the United States, the General Electric
Company built a turbocharger and tested it on a diesel powered biplane in 1920. This
turbocharged plane broke records and soared to heights of 36,000 ft, the altitude at
which modern commercial aircraft fly. During World War II, General Electric became
involved with the Garret Corporation in turbocharger production and, in 1954; Garret

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formed a group to focus specifically on turbocharger design and production. They
founded the Ai Research Industrial Division, which later became Garret Automotive.
In 1961, Garret produced the first turbocharger for use in passenger vehicles. The
device was coupled with the Oldsmobile Aluminum 215 "Rockette" engine and
deployed on Jet fire sports cars from 1962-1963 . Despite this early introduction
,turbo charging did not become popular in general consumer automobiles until the late
1980s.​The literature review study presented in this project provides a general outline
of the advancements in the turbo charging technology to enhance the engine
performance. In last two decades various new advancements are done to improve the
power output of an engine and to reduce its emissions by making some changes and
installing some additional accessories like intercooler in the turbo charging
technology. This will carry on in the future because in coming days there will be an
increment in the demand of fuel efficient engines with more power and minimum
emissions and this is possible with continuous advancements in turbo charging
technology​.

2.2 Various studies on Turbo charging and IC engine

Eyub et. al [2010]; ​said that there are mainly three concerning problems present in
automobile industry i.e. environmental effect, cost and comfort problems. Therefore,
internal combustion engines were required to have not only a high specific power
output but also to release less pollutant emissions. For these reasons, that light and
medium duty engines were being highly turbocharged because of having negative
environmental effects of internal combustion engines. Due to mentioned facts, there
were studies going on to improve internal combustion engine performance. Studies
for supercharging systems were also included in this range. One of the most important
problems faced in supercharging systems was that air density was decreasing while
compressing air. Also air with high temperature causes pre ignition and detonation at
spark ignited engines. Various methods were developed to cool down charge air
which was heated during supercharging process. One of these methods was to use a
compact heat exchangers called as intercoolers to cool charging air. The purpose of an

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intercooler was to cool the charge air after it has been heated during turbo charging.
As the air is cooled, it becomes denser, and denser air makes for better combustion to
produce more power. Additionally, the denser air helps reduce the chances of knock.
The inter-cooling concept was introduced and performance increase of a vehicle by
adding inter-cooling process to a conventional supercharging system in diesel or
petrol engine was analytically studied. Pressure drops, air density and engine
revolution were used as input parameters to calculate the variation of engine power
output. Also, possible downsizing opportunities of the cylinder volume were
presented. It was found that the engine power output can be increased 154% by ideal
intercooler while single turbocharger without intercooler can only increase 65%. Also
a meaningful 50% downsizing of the cylinder volume possibility achieved by means
of turbo charging and intercooling.

Muqeem ​et. al [2012]; investigated that ​the objective of a turbocharger is to

improve an engine's volumetric efficiency by increasing the density of the intake gas
(usually air, entering the intake manifold of the engine). When the pressure of the
engine's intake air is increased, its temperature will also increase. Turbocharger units
make use of an intercooler to cool down the intake air. Here, the purpose of author
was to bring the temperature of intake air nearer to the ambient temperature. The
inter-cooling of intake air was greatly increased by installing a specially designed
intercooler in which air run as hot fluid and refrigerant, of the air conditioning system
coming from cooling coil fitted in the dashboard, run as cold fluid. The intake air is
cooled down by the air flowing through the fins of the intercooler and the refrigerant
coming from the evaporator. Here the author concluded that when normal air cooled
intercooler is used to cool down the hot air before entering into the engine cylinder,
the mass of oxygen being fed to the engine becomes 1.43 times but when refrigerated
intercooler is used, it becomes 2.618 times. Increasing the oxygen content with the air
leads to faster burn rates and the ability to control exhaust emissions. Added oxygen
in the combustion air offers more potential for burning diesel.

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 Jenelle Pope et. al [2009]; The purpose of this is to analyze turbocharged diesel
engine. In this project Chevrolet suburban was used, it comes with a stock turbo
charger. In order to extract more power from the engine, a new larger turbo was used.
The new turbo is coupled with air water inter cooling system to decrease the inlet air
temperature. Thus the upgradation of turbo along with the intercooler produces better
results than the stock turbo.

Jianqin Fu et. al [2013]; The paper explains various types of turbo charging , their
principle, working and advantages. Due to the increasingly sever problems of energy
and environment, especially the petrol shortage and air pollution ,more attention has
to be paid on energy saving and environmental protection. Under this circumstances
higher energy utilization efficiency and lower emission are the major development for
an IC engine. There are several kind of approaches to improve the IC engine energy
utilization they are turbo charging and super charging.

Types of turbo charging

1. Exhaust turbocharging

2. Steam turbocharging

1. Exhaust turbocharging

The system consists of turbine, compressor and intercooler etc. Among the
turbine and compressor are connected by a transmission shaft. Since the IC engine
exhaust gas has high temperature and pressure, it still contains lots of energy which
could be recovered by exhaust turbine. In exhaust turbine the exhaust from the engine
is used as the working medium of turbine. The useful work is used to drive the
compressor.

2. Steam turbocharging

In steam turbocharging a set of steam power cycle system is coupled to IC engine

exhaust pipe, which uses the high temperature exhaust gas as the heat source of steam

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power cycle. The system consists of pump, heat exchanger, valve, turbine, ​condenser,
compressor. The heat exchanger is used to heat and evaporate the water. The steam
makes the turbine to run which in turn runs the compressor.

Panting et. al [2001]; ​stated that turbocharging of internal combustion engines was
an established technology used for the purpose of increasing both power density and
in some cases the cycle efficiency of diesel engines relative to naturally aspirated
engines. However, one significant drawback was the inability to match the
characteristics of the turbocharger to the engine under full load and also to provide
sufficiently good transient response. Under many conditions this results in reduced
efficiency and leads to higher exhaust emissions. The design of turbocharger
components must be compromised in order to minimize these drawbacks throughout
the entire operating range. However, when shaft power can be either added to or
subtracted from the turbocharger shaft by means of a direct drive motor–generator, an
additional degree of freedom is available to the designer to achieve a better
turbocharger–engine matching. Both engine efficiency and transient response can be
significantly improved by means of this method, normally described as hybrid
turbocharging. The author described the results of a theoretical study of the benefits of
hybrid turbocharging over a basic turbocharged engine in both steady state and
transient operation. The new system and its benefits were described and four different
engine– turbocharger systems were analyzed in addition to the baseline engine. The
author concluded that assist motors were capable of considerably reducing the
response times of turbochargers, all other facts being constant. Resizing the turbine
and re-optimizing valve timing results in a considerable increase in thermal efficiency
when an engine was not compounded. The relative improvement appears to be of
order 10 percent.

Tsuyoshi and Takaaki tried to develop the Turbocharger for small engines.
Turbocharged cars generally have worst response than non-turbocharged because it
takes a few seconds to get Turbocharger rotate up high speed, usually called as
“Turbo-lag”. Here in this paper the focus on the development of the following

24
turbocharger technology to reduce Turbo-lag and to achieve better transient response
is done

Shaaban et. al [2012] In this author explains the advantage of insulation on the
turbine casings. Turbocharger performance greatly influenced by its thermodynamic
property. Heat transfer takes place under all circumstances during turbocharger
operation. Power production of turbine is affected by this heat transfer, the engine
volumetric efficiency and the power consumed by the compressor. He done
experiment on insulated casing, and showed heat transfer take place in all
circumstance on compressor. Despite of complex heat transfer process, compressor
appears to be adiabatic at high rotation speed. Results shows insulated casing has
reduced considerable amount of turbo lag.

Hiroshi Tange et. al; The new variable geometry diffuser whose vanes can be put
in and out at the diffuser passage was developed for the turbocharger compressor. By
this variable geometry the compressor gets both the large capacity of the vane less
diffuser and high efficiency of the vaned diffuser at the low flow range, and the
engine torque or fuel economy is improved at low speed. The number of variable
geometry turbo charger turbines which are used for diesel engines instead of
conventional fixed geometry or waste gated turbine has increased. The flow range
VGT. Expands by changing nozzle exit angle around the turbine wheel.

Rakopoulos and Giakoumis [2004] had done the availability analysis of a

turbocharged diesel engine operating under transient load conditions. A computer
analysis was developed for studying the energy and availability performance of a
turbocharged diesel engine, operating under transient load conditions. The model
incorporates many novel features for the simulation of transient operation, such as
detailed analysis of mechanical friction, separate consideration for the processes of
each cylinder during a cycle (multi-cylinder model) and mathematical modeling of the
fuel pump. This model was validated against experimental data taken from a
turbocharged diesel engine, located at the authors’ laboratory and operated under

25
transient conditions. The availability terms for the diesel engine and its subsystems
were analyzed, i.e. cylinder for both, the open and closed parts of the cycle, inlet and
exhaust manifolds, turbocharger and aftercooler. The analysis revealed how the
availability properties of the diesel engine and its subsystems develop during the
evolution of the engine cycles, assessing the importance of each property. In
particular the irreversibilities term, which was absent from any analysis based solely
on the first-law of thermodynamics, was given in detail as regards transient response
as well as the rate and cumulative terms during a cycle, revealing the magnitude of
contribution of all the subsystems to the total availability destruction.

Cheong et. al; studied the effect of variable geometry turbocharger on HSDI diesel
engine. Power boosting technology of a High Speed Direct Injection (HSDI) Diesel
engine without increasing the engine size has been developed along with the evolution
of a fuel injection system and turbocharger. Most of the turbochargers used on HSDI
Diesel engines have been a waste-gated type. Recently, the Variable Geometry
Turbocharger (VGT) with adjustable nozzle vanes is increasingly used, especially for
a passenger car in European market. Cheong et al described the first part of the
experimental investigation that has been undertaken on the use of VGT, in order to
improve full load performance of a prototype 2.5 liter DI Diesel engine, equipped
with a common rail system and 4 valves per cylinder. The full load performance result
with VGT was compared with the case of a mechanically controlled waste-gated
turbocharger, so that the potential for a higher Brake Mean Effective Pressure
(BMEP) is confirmed. Within the same limitation of a maximum cylinder pressure
and exhaust smoke level, the low speed torque could be enhanced by about 44% at
maximum.

Naser et. al [2009]; concluded that efficient way which was used that time was to
reduce the fuel consumption was based in reduction cylinder volume of internal
combustion engine and power to be same or higher. Key component was turbocharged
diesel internal combustion engine. Increased compressor outlet air pressure can result
in an excessively hot intake charge, significantly reducing the performance gains of
turbo charging due to decreased density. Passing charge through an intercooler

26
reduced its temperature, allowing a greater volume of air to be admitted to an engine,
intercoolers have a key role in controlling the cylinder combustion temperature in a
turbocharged engine. The author, through his worked out programmed code in
MATLAB presented effect of intercooler (as a heat exchange device air-to-liquid with
three different size and over – all heat transfer coefficient and one base) at
multi-cylinder engine performance for operation at a constant speed of 1600 RPM.
Author concluded that maximal temperature in engine cylinder was decreasing from
1665.6 K at SU =1000 to 1659.2 K at SU(surface area*heat transfer
coefficient)=1600, sometimes engine power and volumetric efficiency was increased.
Also intercooler performance was increased with increased the design parameter.

Abdullah [2010]; concluded that fuel economy and thermal efficiency were more
important to all engines. Efficiency was increased with cooled air by intercooler. Most
of researches regarding engineering problems generally deal with experimental
studies. But, the experimental researches are quite expensive and time consuming. In
the last decades, Neural Networks (NN) had been used increasingly in a variety of
engineering applications. The objective of the study was to investigate the adequacy
of neural networks (NN) as a quicker, more secure and more robust method to
determine the effects of inter-cooling on performance of a turbocharged diesel
engine’s specific fuel consumption. The data was obtained from experimental
research that was performed by the author. NN based model was developed, trained
and tested through a based MATLAB program by using of these data. In the study,
break specific fuel consumption (BSFC, g/kWh) was analysed with intercooling and
without intercooling. The statistical analysis was performed to explain the
performance of the NN based model. NN based model outputs were also compared
with the experimental results. The statistical results and the comparison demonstrated
that the NN based model was highly successful to determine the effects of
inter-cooling on performance of a turbocharged diesel engine’s specific fuel
consumption. The overall results show that the NN based model can be used as an
alternative method for estimating the effects of inter-cooling on performance of a
turbocharged diesel engine’s BSFC.

27
 Ghodke et. al [2012]; said that expectation in next coming years is CO2
emissions reduction for vehicles and demand for more driving comfort would be the
challenges for the automobile industry. One approach to this problem is the reduction
of the displacement of the combustion engine while maintaining the characteristics of
large displacement engine. This method is often referred to using the term”
downsizing” and requires the engine to be turbocharged and improve performance and
torque. It has been demonstrated that a simple charging unit alone is not enough and it
require more complex charging systems when emissions are stringent. The goals of
developed in terms of the thermodynamics and operating of future passenger car viz
increase in the power density of the engine, highest possible maximum torque at low
engine speeds across the widest possible range of speeds, improvement of the driving
response in transient operating condition like start up response and elasticity response,
reduction of the primary energy consumption during testing and when driving on the
road, observances of the future exhaust gas thresholds which mean a drastic reduction
in the current emission levels. The latter goals can be reached through the use of
smaller displacement engines. Engines with low engine displacement yield significant
advantages in the test cycles with respect to fuel consumption and emissions, but the
torque produced by small engine is pronouncedly less than that of a large
displacement, naturally aspirated engine must be attained in terms of the steady state
response and of the transient response. The author summarized review of
advancements in turbocharger technology to meet the demand of high performance
and low emission of passenger car vehicle application.

28
 CHAPTER III

3.1 EXPERIMENTATION

The turbocharger selected for this project is 1.25Lit.DDis (Diesel direct

injection system), manufactured by Maruti Suzuki and found on 6.71 Cummins Diesel
engines used in swift Dzire cars compatible with new generation BS-IV emission
norms. The turbocharger is designed with a fixed geometry turbine (FGT). The swift
Dzire turbocharger uses a turbine where the intake capacity is fixed while the engine
is running. This allows turbine power to be set, providing sufficient energy to drive
the compressor at the desired boost pressure and is entirely determined by the exhaust
flow and characteristics of turbocharger .The turbocharger is optimized for a
particular operating conditions(an exhaust side bypass, or wastegate is a common
means of achieving better boost pressure control with fixed geometry turbines).. This
particular FGT uses axially fixed vanes, which is more durable and reliable design
than variable vanes. Figure shows a cross-section of the Dzire turbocharger series
with the FGT. The left side shows the area contracted and the right side shows the
open vanes. For engines applications operating primarily at limited number of
steady-state conditions, an uncontrolled turbocharger with a fixed geometry turbine
can provide entirely satisfactory.

3.1.1 ​Specifications of turbocharger

Type of product Turbocharger

Model no 5435 970 0006

29
Vehicle make Maruti Suzuki
Vehicle model Swift Dzire
Engine 1.25 Lts.DDiS
Inlet bore dia 30mm
Manufacturing company Turbo energy LTD(TEL)

Figure 3.1 Turbocharger front view

30
 Figure 3.2 Turbocharger rear view

3.1.2 ​Specifications of the engine

We had installed turbocharger on ambassador diesel engine of following

specifications.

Type 4-cylinder,4-stroke diesel engine(water

cooled)
Cylinder capacity 1817cc
bore and stroke 0.073m X 0.089m
Compression ratio 17.5:1
Rated power input 26.5HP at 4000rpm
Loading Hydraulic dynamo meter
Max. torque 0.34mtr
Orifice dia 10mm
Brake drum dia 0.344mtr
Cv 44000
Density of diesel 0.832kg/ltr

31
Description of the engine
The test rig consists of a multi cylinder diesel engine coupled to a hydraulic
dynamometer. The engine is Ambassador Brand and is 4-cylinder 4-stroke vertical
engine developing 7.35 KW (10HP) at 1500 rpm. This type of engine is best suited for
automobiles which operate at varying speed. The engine is fitted on a rigid bed and is
coupled through a flexible coupling to a hydraulic dynamometer, acts as the loading
device. All the instruments are mounted on a suitable panel board. Fuel consumption is
measured with a burette and a 3-way cock which regulates the flow of fuel from the
tank to the engine. Air consumption is measured by using a M.S. tank, which is fitted
with a standard orifice and a U-tube water manometer that measures the pressures
inside the tank. (Refer figure 3.4)

3.1.3 Installation of turbocharger

The turbocharger is installed on the ambassador diesel engine by making
required modifications at the exhaust. The orifice of 10 mm is used at the orifice of air
box. At the end of exhaust of engine where the turbocharger is installed the compressor
sucks the ambient air and sends the compressed air (through pipe dia of 40mm) to the
air box of the engine and in turn sends it to the combustion chamber where combustion
takes place.

32
Figure 3.3 Turbocharger installed on engine

33
 Figure​ ​3.4 Four Stroke Four Cylinder Diesel Engine

STARTING THE ENGINE:

1. A charged battery is used to start the engine
2. The clutch is disengaged and the engine is started using the ignition key.
3. Then the clutch slowly is engaged.
4. The throttle valve is adjusted, so that the engine attains rated speed.

3.1.4 PROCEDURE

1. Lubricating oil is checked and fuel level so that it is adequate for the engine to run.
2. The three way cock is opened, so that fuel flows to the engine directly from the tank.
3. The cooling water valves are opened and ensured the water flows through the engine.
4. The water line is opened to the hydraulic dynamometer.

34
5. The engine is started and allowed it to run on no load for a few minutes.
6. The throttle valve is operated and so that the engine picks up the speed to the
required level.
7. The engine is loaded with hydraulic dynamometer.
8. Engine speed decreases with increase in load. Hence to increase the speed, open the
throttle valve.
9. We have allowed the engine to run at this load for few minutes. Engine speed is
varied using throttle valve.
10. The rate of fuel consumption is noted by digital meter.
11. The different hydraulic loading is achieved by operating the valves mounted on the
brake drum of the dynamometer.
12. Air flow is measured by the manometer connected to air box.
13. We have noted the following readings under four conditions i.e;
i) With turbocharging with orifice of diameter 10mm
ii) Without turbocharging with orifice of diameter 10mm
iii) With turbocharging with orifice of diameter 22mm
iv) Without turbocharging with orifice of diameter of 22mm
a) Engine speed using digital RPM counter.
b) Hydraulic dynamometer reading.
c) Manometer reading.
d) Total fuel consumption.
14. The above procedure is repeated for different loads.
15. Engine is stopped after removing the load on the engine.

PRECAUTIONS
1. Before starting the engine check all the systems such as cooling, lubrication and fuel
system.
2. Ensure oil level is maintained in the engine upto recommended level always.
3. Engine has been run with sufficient cooling water.
4. For stopping the engine, load on the engine is removed.

35
 CHAPTER IV

4. Observations, Calculations and Results

4.1 Formulae

1. Total fuel consumed TFC in kg/hr

2. ​m​f =​
​ fuel consumed in kg/sec

3. Mass of air ​m​a ​= 0.6*V​a​*A​o​*1.29​ kg/sec

2
πd
Here ​A​o =
​ 4 =​ area of the orifice in m​ [where d= dia of orifice]
2​

V​a =
​ √2 * g * ha
H​a =
​ ρ​m​*h​m​/ρ​a

Where

​ρ​m =​ density
​ of mercury = 13596 kg/m​3

​ρ​a =​ density
​ of air = 1.29 kg/m​3

h​m =​ height
​ of mercury in m

4. Air fuel ratio ​= m​a​/m​f

2π*N *F *9.81*r
5. Brake power ​BP​ = 60000
kw

N = speed of engine RPM

F = load acting in kg’s
R = radius of Brake drum in m

Heat input ​Q = T F60C *60Cv kw

*

​C​v =
​ 43,000 ​KJ/Kg

36
 6. Brake thermal efficiency ​ ​Bth​ ​= BP*100/Q
7. Volumetric efficiency ​ ​vol = v​actual​*100/v​the

8. V​actual =​ 3​
​ actual volume of air sucked in m​ /sec

= 0.6*V​a​*A​o​ m​3​/sec
9. V​the =​
​ volume of air to be sucked theoretically
2
​= πr *60
L*N /2
m​3​/sec

Where d = diameter of the piston

L = stroke length of piston
N = Rated RPM of engine

10. Specific fuel consumption SFC​ = TBP

FC
Kg/Kw Hr

4.2 Observations and Results

s.n Wt. Engin Manomete Fuel Mass Air Brak SFC Heat Brake Volumetri
o in e r readings consumption of air fuel e kg/k input thermal c
kg’ speed in cm m​f m​a​ in ratio powe w Hr Q in efficiency Efficiency
s in kg/se A/F r in kw [B.TH] [vol] %
RPM H1 H2 kg/h kg/se c kw %
r c *10​-3 BP
*10​-4
1 1.3 1153 1.3 1.4 0.84 2.33 4.542 15.0 0.275 3.05 10.0 2.7 24.6
4 6 3
2 1.5 1150 1.3 1.4 0.96 2.66 4.5 13.1 0.319 3.009 11.4 2.78 24.5
6 9 6
3 2.4 1074 1.2 1.2 0.84 2.33 4.282 14.2 0.474 1.77 10.0 4.72 22.8
9 0 3

37
4 3.8 1084 1.2 1.2 0.96 2.66 4.282 12.4 0.746 1.286 11.4 6.50 22.5
9 4 6
5 4.7 1038 1.3 1.2 1.02 2.83 4.37 11.9 0.88 1.159 12.1 7.2 23.9
9 4
6 5.5 1038 1.4 1.1 1.15 3.19 4.37 10.5 1.029 1.127 13.7 7.4 23.9
9 9 3
7 6.8 1082 1.2 1.2 1.26 3.5 4.282 9.4 1.319 0.955 15.0 8.76 22.7
9 5
Table 1 Readings without turbocharging with orifice diameter 10mm

s.n Wt. Engin Manometer Fuel Mass Air Brake SFC Heat Brake Volumetric
o in e readings in consumption of air fuel power kg/kw input thermal Efficiency
kg’s speed cm In M​a​ in ratio in kw Hr Q in efficiency [vol] %
in kg/sec A/F BP kw [B.TH]
RPM H1 H2 kg/hr kg/sec *10​-3 %
*10​-4
1 0.41 1062 1.6 1.7 0.6 1.66 5.02 30.24 0.076 7.8 7.164 1.1 27
2 1.18 1180 1.6 1.7 0.89 2.12 5.02 23.67 0.246 3.61 10.62 2.3 26.6
3 2.38 1091 1.7 1.7 0.78 2.266 5.09 22.5 0.458 1.73 9.313 4.91 26.8
4 3.68 1166 1.7 1.8 0.85 2.36 5.17 21.90 0.758 1.13 10.15 7.46 28.4
5 4.28 1073 1.7 1.8 0.96 2.72 5.17 19.00 0.811 1.183 11.46 7.07 28.4

38
s.n Wt. Engin Manometer Fuel Mass Air Brake SFC Heat Brake Volumetric
o in e readings in consumption of air fuel power kg/kw input thermal Efficiency
kg’s speed cm In Ma in ratio in kw Hr Q in efficiency [vol] %
in kg/sec A/F BP kw [B.TH]
RPM H1 H2 kg/hr kg/sec *10​-3 %
*10​-4
1 2.4 1081 2.5 2.4 0.72 2 8.03 40.15 0.458 1.57 8.6 5.3 46.4
2 3.07 1225 2.9 2.6 1.02 2.833 8.50 30 0.664 1.53 12.18 5.4 43.3
3 3.8 1290 3.1 2.8 0.96 2.68 8.81 32.87 0.866 1.116 11.46 7.5 42.6
6
4 5.1 1088 2.6 2.4 1.20 3.33 8.11 24.35 0.980 1.22 14.33 6.8 46.5
5 7 950 2.1 1.8 1.02 2.83 7.16 25.30 1.17 1.87 12.18 9.6 47.4
3
Table 2 readings with turbocharging with orifice diameter 10mm

Table 3 readings without turbocharging with orifice diameter 22mm

s.n Wt. Engin Manomete Fuel Mass Air Brak SFC Heat Brake
o in e r readings consumption of air fuel e kg/k input thermal
kg’ speed in cm In Ma in ratio powe w Hr Q in efficienc
s in kg/se A/F r in kw [B.TH
RPM H1 H2 kg/h kg/se c kw %
r c BP
*10​-4
1 1.2 1410 1 0.8 1.14 3.166 53.6 0.31 3.58 13.6 2.3
8 0.017 9 1
2 2.0 1557 1 0.8 1.2 3.33 0.017 51.0 0.57 2.14 12.9 4.4
7 5

39
3 3.9 1390 1.1 0.9 1.32 3.66 0.018 49.1 0.96 1.36 15.7 6.1
3 8 6
4 4.5 1450 1.1 0.9 1.5 4.16 0.031 74.5 1.15 1.30 17.9 6.4
1 1
5 5.4 1510 1.1 1.0 1.78 4.94 0.032 64.7 1.44 1.23 21.2 6.7
7 6

Table 4 Readings with turbocharging with orifice diameter 22mm

4.3 Calculations

Sample calculation for table 1

1. TFC = 0.84 kg/hr

2. m​f ​ =
​ 0.84/60*60 kg/sec

m​f ​ =​ 0.84/60*60
= 2.33*10​-4 ​kg/sec

3. m​a =
​ 0.6*V​a​*A​o​ kg/sec

h​a =
​ ρ​m​*h​m​/ρ​a

= 13596*2.7/1.29*100

= 284.56 m

V​a ​= √2 * 9.81 * 284.56

= 74.71 m/sec

2
πd
A​o =
​ 4

2
π*0.01
= 4

40
 = 7.85*10​-5​ m​2

m​a​ =​ 0.6*74.71*7.85*10​-5​ kg/sec

= 3.51*10​-3​ kg/sec

4. Air fuel ratio = ​m​a​/m​f

= 3.51*10​-3​/2.33*10​-4

= 15.06

5. BP ​= 2π*N60000
*F *9.81*r

2π*1153*1.34*9.81*0.344
= 60000*2

= 0.275 kw

6. Heat input ​Q = T F60C *60Cv kw

*

Q ​= 0.8460*43000
*60

=​ 10.03 kw

7. ​Bth = 0.275*100/10.03 %
= 2.7%

8. V​actual​ ​= 0.6*V​a​*A​o​ m​3​/sec

= 0.6*74.71*7.85*10​-5
= 3.51*10​-3 ​m​3​/sec
2
9. V​the​ = 4[ πd 4**L60
*N /2 ] m​3​/sec

2
π*0.073 *0.089*1153/2
= 4*60

41
 = 0.0143 m​3​/sec

10. ​vol = v​actual​*100/v​the

= 3.51*10​-3​*100/0.0143

= 24.6%

TFC
11. SFC ​= BP

= 0.84/0.275
= 3.05 Kg/Kw Hr

Sample calculation for table 2

1. TFC = 0.89 kg/hr

2. m​f =​ 0.89/60*60 kg/sec

m​f​ =​ 0.89/60*60
= 2.47*10​-4 ​kg/sec

3. m​a =
​ 0.6*V​a​*A​o​ kg/sec

h​a ​= ρ​m​*h​m​/ρ​a

= 13596*3.3/1.29*100

= 347.80 m

V​a ​= √2 * 9.81 * 347.80

= 82.606 m/sec

2
πd
A​o =
​ 4

42
 2
π*0.01
= 4

=​ 7.85*10​-5​ m​2

​ m​a​ =
​ 0.6*82.606*7.85*10​
-5​
kg/sec

= 5.02*10​-3​ kg/sec

4. Air fuel ratio ​= m​a​/m​f

=5.02*10​-3​/2.12*10​-4

=23.67

2π*N *F *9.81*r
5. BP = 60000

2π*1180*1.18*9.81*0.344
= 60000*2

= 0.246 kw

6. Heat input Q ​= T F60C *60Cv kw

*

Q​ = 0.8960*43000
*60

=10.63 kw

7. ​Bth = 0.275*100/10.03

= 2.7%

8. V​actual =
​ 0.6*V​a​*A​o​ m​3​/sec
= 0.6*82.606*7.85*10​-5
= 3.89*10​-3 ​m​3​/sec
2
9. V​the​ ​ = ​4[ πd 4**L60*N /2 ] m​3​/sec

43
 π*0.0732 *0.089*1062/2
​= 4*60

​= ​0.0144 m​3​/sec

10​. ​vol ​ = v​actual​*100/v​the

= ​3.51*10​-3​*100/0.099

= ​27%

11​. SFC = TBP

FC

=​ 0.6/0.17
=​ 3.5 Kg/Kw Hr

4.3 Graphs

44
Graph 1 Comparing brake thermal efficiency with and without turbocharger VS BP with
10mm orifice diameter

Graph 2 Comparing Specific Fuel consumption with and without turbocharger

VS BP with 10mm orifice diamete

45
Graph 3 Comparing Air Fuel Ratio with and without turbocharger VS BP
with 10mm orifice diameter

Graph 4 Comparing Volumetric efficiency with and without turbocharger VS

BP wit 10mm orifice diameter

46
Graphs when orifice diameter 22mm

Graph 5 Comparing brake thermal efficiency with and without turbocharger VS BP

with 22mm orifice diameter

Graph 6 Comparing Specific Fuel consumption with and without turbocharger

VS BP with 22mm orifice diameter

47
Graph 7 Comparing Air Fuel Ratio with and without turbocharger VS BP
with 22mm orifice diameter

48
 Graph 8 Comparing Volumetric efficiency with and without turbocharger VS

BP with 22mm Orifice diameter

CHAPTER V

5. CONCLUSIONS AND FUTURE SCOPE

5.1 CONCLUSIONS

The current study mainly focused on the implementation of turbocharger on

four cylinder four stroke diesel engine and to control the air flow pressure using
different orifice diameters fitted to the air box so as to have desired air fuel ratio.
The air fuel ratio is varied to study the effect of engine performance.

After analyzing the experimental results for both naturally aspirated and
turbocharged engine following conclusions are made

● Air-fuel ratio is playing a major role in increasing brake thermal efficiency. If

the mixture is lean or rich the engine brake thermal efficiency is decreasing.
The engine efficiency is increasing in certain range of stoichiometric mixture
of air-fuel ratio in the diesel engine with turbo when compared with the engine
without turbo.
● When 22mm orifice diameter is used on engine with turbo, brake thermal
efficiency is not increasing, when compared to the same engine without turbo
with orifice diameter 22mm due to air-fuel ratio is very high.
● While in the case of engine with turbo of orifice diameter 10mm, the engine’s
brake thermal efficiency increases when compared to the same engine without
turbo of same orifice diameter 10mm because the air-fuel ratio is in the range
of stoichiometric mixture.

49
 ● Volumetric efficiency has increased for turbocharged engine due to the
increase in air-fuel ratio.
● There is a decrease in brake specific fuel consumption for turbocharged engine
as compared to naturally aspirated engine due to better mixing of fuel and air.
● It is expected that due to the complete combustion, there will be reduction in
the effluent gases.

5.2 Future scope

.
● In our project we didn’t use the additional technologies like Intercooler
and Wastegate. With the aid of these technologies the Brake Thermal
Efficiency may increase to an extent of 60% when compared to the
present result.
● By controlling the exhaust gases flow from the engine to turbocharger
by different means like various designs of wastegate or using a valve
may increase the Engine efficiency.
● Selection of Better [Light Weight] materials for turbine and
compressor.

50
BIBLIOGRAPHY

1. Abdullah Uzun, “The effects of inter-cooling on performance of a

turbocharged diesel engine’s specific fuel consumption with neural network”
Scientific Research and Essays Vol. 5 (23), pp. 3781-3793, 4 December, 2010.
2. B.P.Terani, Dr. K.S.Badarinarayan, Prakasha.A, “Stability Analysis of
Turbocharger Impeller: A Review” International Research Journal of
Engineering and Technology (IRJET), e-ISSN: 2395 -0056, Volume: 02 Issue:
02 | May-2015.
3. C.D. Rakopoulos, E.G. Giakoumis, “Availability analysis of a turbocharged
diesel engine operating under transient load conditions”, Energy 29 (2004)
1085–1104, Elsevier Ltd.
4. Eyub Canli, Selcuk Darici and Muammer Ozgoren “Intercooler Effect on
Conventional Supercharging Systems” International Scientific Conference,
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