Content uploaded by Bhavik Padhiyar
Author content
All content in this area was uploaded by Bhavik Padhiyar on Jun 08, 2014
Content may be subject to copyright.
A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in ISSN 2320-883X , volume 2 issue 2, 01-Apr-2014
1
Application of Hybrid Turbocharger to improve performance of Engine
Bhavik Kumar Padhiyar *1, Dr.P. K. Sharma*2
*1 (M.Tech Scholar Student, Mechanical Department, NRIIST, Bhopal, India)
*2 (Guide & HOD of Mechanical Department, NRIIST, India)
bhavikpadhiyar@yahoo.com*1, drpksharma12@gmail.com
Abstract
The advance in turbogenerators is allied with enhancement of
their cooling arrangement, effectiveness, size and influence
constraint and working distinctiveness. The task of novel
amalgam turbocharger, which has generator on its rotor
gleam, is to provide electric energy for utilization aboard a
vehicle and for supercharging the vehicle’s diesel engine. The
generator is operated by the turbocharger gleam, which is
operated by exhaust-gas power; consequently, generator is
recovery device, and energy savings can be estimated. On the
other hand, Exhaust gas turbocharging is a key technology for
lowering fuel consumption and emissions in internal
combustion engines which improve the engine performance
and reduce CO2 emission.
Terms— Hybrid Turbocharger, Superconducting, silencer
Introduction
Exhaust gas turbochargers are a major part of current
strategies for reducing CO2 emissions — especially in the
gasoline engine. To optimally support downsizing and down
speeding, turbochargers must react as fast as possible, and the
exhaust gas volumetric flow to the turbine must be exactly
adjustable with a wastegate. Electric motor actuation is
advantageous here. However, it places specific requirements
on the wastegate which Continental has taken into account in
its new generation of turbochargers [1].
Development of turbogenerators is associated with
improvement of their cooling system, efficiency, size and
weight parameters and operating characteristics. Application
of cryogenic cooling and superconducting windings helps to
achieve the best results, but there arises the problem of
economical efficiency. Superconducting turbogenerator
represents, on one hand, just a new type of turbogenerators,
incorporating a number of serial units and technologies, and
on the other it demands an introduction of new technological
processes aimed at achievement of better parameters and
higher reliability. Superconducting turbogenerators may be
subdivided into two groups: alternators with slow-response
excitation for the combined-cycle power plants with the unit
rating of 200–250 MW; and, generators with unit ratings
starting from 500–600 MW and with high response excitation
intended mainly for the nuclear power plants. There exists a
possibility to make the first ones relatively cheap while the
second will be substantially more expensive. VNII Electro
mash is now developing a design of a slow-response generator
with the unit rating of 220 MW. Availability of a developed
test facility for the generator investigation will help to
decrease the investment in a prototype machine [2].
In 2004, BMW offered a two-stage turbocharging for the first
time in the private car segment in the 3.0 l six-cylinder diesel
engine. To continue this successful concept, the next
generation of regulated, two-stage turbocharging was
developed on the basis of the new 3.0 l six-cylinder in-line
diesel engine available since 2008. This innovation enabled
the core properties such as high performance, a wide usable
speed band and low specific consumption to be further
improved. With the new power train in the 740d, the fuel
consumption has been reduced by more than 20 % compared
to the most powerful eight-cylinder diesel version of the
previous model while at the same time improving the driving
performance and dynamics [3].
With the new A100-H turbocharger series, ABB Turbo
charging sets an important milestone in the development of
efficient, single-stage high-pressure turbo charging systems.
The new series allows highest performance in the modern
high-speed diesel and gas engine segment: compressor
pressure ratios of up to 5.8 with aluminum compressor wheels
at high turbocharger efficiencies. These characteristics,
together with a range of other innovative features, take
account of the operating requirements of future diesel and gas
engines as well as the necessity to further reduce engine
emissions [4].
Powertrain Technologies of turbocharging for Fuel Savings is
discussed in [5] for saving fuel.
The breakthroughs in transient engine performance without
the use of exotic materials such as Titanium Aluminide or the
additional complexity of variable geometry turbines are
demonstrated in [6]. Turbocharger specialist BorgWarner
Turbo & Emissions Systems therefore works continuously on
further improving its technologies. And the company is now
presenting its latest generation of turbochargers with variable
turbine geometry (VTG) for use in diesel engines [11]. In [7],
the application of a Large Hybrid Turbocharger for Marine
Electric-power Generation is presented.
A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in ISSN 2320-883X , volume 2 issue 2, 01-Apr-2014
2
The electronic control of fuel injection systems has resulted in
greatly reduced exhaust emissions. Very precise control of
injection timing and fuel metering is achieved in response to a
variety of sensors that closely monitor engine operation [8].
Turbochargers are used to enhance the performance and
optimize the combustion. To achieve good and complete
combustion in the engine, a mixture ratio of 2.2 lbs fuel and
approximately 33 lbs air is necessary (stoichiometric fuel
ratio). This air volume corresponds to about 11 m³.During
turbocharging, the density of the intake air is elevated and the
air volume increased [9].
I. Turbocharger
A. History of Turbocharger [6]
Table 1 History of Turbocharger
Year Invention
1927
Swiss engineer Alfred Buchi is granted the first
Patent for exhaust driven Turbo-Supercharging or
Turbocharger.
1952
Garrett (Honeywell) & Schwitzer (BorgWarner)
begin Turbocharger production for Caterpillar &
Mack Truck.
1962:
First Passenger Car Turbo application, General
Motors Corvair is introduced, followed by 1963
Oldsmobile Jetfire Turbo-Rocket V8.
1979
Beginning of Downsized Turbo Era with Ford
Mustang 2.3-liter, 4 cylinder engine, Chrysler & GM
also Compete with Turbo Models.
1980
BorgWarner and IHI Japan form 50/50 Joint
Venture, Warner-Ishi. MHI of Japan begins
development for US.
1997 BorgWarner purchases majority shares of AG
Kühnle, Kopp & Kausch from Penske Corporation.
1999
Kuhlman Corporation, parent of Schwitzer is
purchasedby BorgWarner and becomes part of
BorgWarner Turbo Systems.
2008 Bosch-Mahle & Continental Turbo Systems Begin
Development
B. Introduction
The turbocharger contains of one layer turbine and
compressor on a gleam. A compressor is operated by engine
exhaust gas aimed to turbine. And it gives hassled air for
ignition to engine. By current augment in competence of diesel
locomotive turbochargers, enough air is provided to the engine
with partial exhaust-gas capture for electricity generation. A
realistic exploit of this expertise is for dissipate heat recovery
arrangement, providing around 10% of drain gas to power
turbine to operate the generator.
Fig. 1 Cutway model of most powerful ABB Turbocharger
The electric power-recovery system with a generator
straight associated to turbocharger has been developed in 2009
by Mitsui Engineering & Ship Building Co., Ltd., using a large
turbocharger. The hybrid turbocharger includes generator in
turbocharger cadaver, but it only requirements legroom as
broad as a conformist turbocharger and needs simply little
alters to an unadventurous diesel engine. The turbocharger is
used as a generator and also as well as motor throughout the
function of bidirectional frequency converters. The size of the
generator and designed it to fit inside the turbocharger structure
to realize these functions can be achieved by Hybrid
Turbocharger. The turbocharger has been established onboard
a craft, and operations has been started after successful
achievement of a turbocharger engine-matching experiment
and trials. This report describes the electric power generation
effect on the engine performance when the turbocharger is
coupled to the engine as well as the results of official trials.
C. Advantages and Application of Turbocharging
A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in ISSN 2320-883X , volume 2 issue 2, 01-Apr-2014
3
Fig. 2 MAN Diesel & Turbo TCR, NR, TCA and NA
turbocharger program [10]
Table 2 Advantages and application of Turbocharging
Advantages Application and special
equipments
Straightforward
design
In-board plain bearing
arrangement
Un-cooled gas casings
In-board plain bearing
arrangement
Lubrication by engine
lube oil system
High availability,
reliability, durability
High efficiency
Easy maintenance and
servicing
Long lifetimes of components
Long intervals between
overhauls
Propulsion engines
Generating engines
Traction engines
Suitable for HFO,
MDO and gas
engines
Tailormade
solutions
Power turbines
Turbo compound
systems
Variable Turbine
Area (VTA)
Fig. 3 MAN Turbocharger application ranges TCR [10]
II. Assembly of Hybrid turbocharger
A cross-sectional view of the first MET83MAG hybrid
turbocharger is presented in Fig. 4. The generator was
downsized so that it could be installed in the silencer. The main
problem encountered during the design was the cooling
structure of the generator. The passage of cooling water and
air, and lubricating oil from outside were integrated in the
housing during the downsizing. The time-proven sliding
bearing of the MET53MA turbocharger was adopted for the
generator bearing without modification.
The generator seal structure with the sealing air and labyrinth
seal prevented lubricating oil from leaking into the input shaft
and stator. The electricity generated from the hybrid
turbocharger supplied the entire electrical demand of the ship
during normal cruising.
Fig. 4 Cross sectional view of Hybrid Turbocharger [7]
Therefore, the DC/AC inverter was required to maintain the
correct output power frequency and voltage as well as to ensure
the power factor of the ship power source and to maintain
capacity to supply the required short-circuit current.
Fig. 5 Turbo System in Operation
A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in ISSN 2320-883X , volume 2 issue 2, 01-Apr-2014
4
III. Improve engine performance and reduce CO2
Emission
Fig. 6 Power train Technologies for Fuel Savings [6]
Global Engine Downsizing Trends is as:
4 cylinder engines maintain their dominance
2 and 3 cylinder engines have highest % growth
6 cylinder production is flat and 8 cylinder in decline
Fig. 7 Light Vehicle Engines Produced – by Engine Size [6]
Turbocharging configuration [6]
IV. Conclusion
The generator is operated by the turbocharger gleam, which is
operated by exhaust-gas power; consequently, generator is
recovery device, and energy savings can be estimated. On the
other hand, Exhaust gas turbocharging is a key technology for
lowering fuel consumption and emissions in internal
combustion engines which improve the engine performance
and reduce CO2 emission. Into the future, the global fuel
consumption & CO2 emission reduction targets will continue
achieved by this methodology. Internal combustion engines
will remain dominant & improve meets these demands. The
turbocharging plays a huge role in meeting current & future
fuel economy and performance goals. Driver concert prospect
resolve be met by this method.
References
[1] Koch, Achim and Claus, Hartmut and Frankenstein, Dirk
and Herfurth, Roland, “Turbocharger design for electrical
wastegate actuation to minimize leakage,” MTZ worldwide,
Springer Automotive Media, vol.71, no. 10, pp. 28-32, 2010.
[2] Giebov, I.A. and Chubraeva, L.I., “Superconducting
Turbogenerators as a New Generation of High-Rated Electrical
Machines,” Advances in Cryogenic Engineering, Springer US,
vol.41, no. 0, pp. 1005-1010, 1996.
[3] Langen, Peter and Hall, Wolfgang and Nefischer, Peter and
Hiemesch, Detlef, “The new two-stage turbocharged six-
cylinder diesel engine of the BMW 740d,” vol. 71, no. 4, pp. 4-
11, MTZ worldwide, Springer Automotive Media, vol.71, no.
4, pp. 28-32, 2010.
[4] Wunderwald, Dirk and Gwehenberger, Tobias and Thiele,
Martin, “The New A100-H Singlestage Turbocharger Series
for High-speed Engines,” MTZ worldwide, Springer, vol. 69,
no. 7-8, pp. 8-15 2008.
[5] Thomas Grissom, “Turbocharging for Improved Engine
Performance & Reduced CO2 Emissions,” BorgWarner Turbo
Systems, 2013.
[6] C. Balis, G. Donkin, P. Davies, “The Next Generation of
Gasoline Turbo Technology,” Internationales Wiener
Motorensymposium, Die nächste Generation der Benzin-
Turbotechnologie, 2012.
[7] Oshihisa Ono, Keiichi Shiraish, Yukio Yamashita,
“Application of a Large Hybrid Turbocharger for Marine
Electric-power Generation,” Mitsubishi Heavy Industries
Technical Review, vol. 49, no. 1, pp. 29-31, March 2012.
[8] Induction, Exhaust, and Turbocharger System Principles,
Handbook. Pp. 33-48.
[9] Turbocharger: Damage Profiles, causes, and Prevention,
Technical information of MAHLE Incl.
[10] Exhaust Gas Turbocharge Programme 2012, Available
[Online]: www.mandieselturbo.com, Man diesel and Turbo,
Augsburg, Germany, Aug. 2012.
[11] Next generation turbo. Borgwarner Develops 4th
Generation VTG Turbocharger.
