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    VGT

    Uploaded by

    Anbarasu Athimoolam
    A variable geometry turbocharger controls engine boost by opening and closing pivoting vanes in the turbine. The vanes are connected to an adjustable ring that is controlled by a pneumatic actuator through a lever system. The engine control module adjusts the actuator to open or close the vanes depending on engine speed and torque demands, varying the exhaust cross-sectional area and turbine speed to match the boost required.

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    VGT

    Uploaded by

    Anbarasu Athimoolam
    85 views4 pages
    A variable geometry turbocharger controls engine boost by opening and closing pivoting vanes in the turbine. The vanes are connected to an adjustable ring that is controlled by a pneumatic actuator through a lever system. The engine control module adjusts the actuator to open or close the vanes depending on engine speed and torque demands, varying the exhaust cross-sectional area and turbine speed to match the boost required.

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    A variable geometry turbocharger controls engine boost by opening and closing pivoting vanes in the turbine. The vanes are connected to an adjustable ring that is controlled by a pneumatic actuator through a lever system. The engine control module adjusts the actuator to open or close the vanes depending on engine speed and torque demands, varying the exhaust cross-sectional area and turbine speed to match the boost required.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    85 views4 pages

    VGT

    Uploaded by

    Anbarasu Athimoolam
    A variable geometry turbocharger controls engine boost by opening and closing pivoting vanes in the turbine. The vanes are connected to an adjustable ring that is controlled by a pneumatic actuator through a lever system. The engine control module adjusts the actuator to open or close the vanes depending on engine speed and torque demands, varying the exhaust cross-sectional area and turbine speed to match the boost required.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    of 4

    A variable geometry turbo for a diesel engine controls engine exhaust flow through the

    turbine wheel using a row of vanes. These vanes open and close to match the engine’s exact
    boost requirements.

    Pivoting (rotating) vanes turbochargers are widely used in passenger vehicles applications
    and they are the most common type of variable geometry turbochargers (VGT).

    1. turbine casing
    2. turbine wheel
    3. vanes
    4. unison ring
    5. adjustable ring
    6. lever system
    7. compressor wheel
    8. compressor casing
    9. pneumatic actuator
    The variation of the cross-sectional flow area of the turbine is achieved by the rotating
    vanes (3). These are mechanically linked to an adjustable ring (5), which is controlled by
    the pneumatic actuator (9) through a mechanical lever system (6).

    Depending on the operating point of the engine, the engine control module (ECM) is
    adjusting the air pressure in the pneumatic actuator, which is closing or opening the
    pivoting vanes.

    At low engine speeds, the vanes are in a narrow position, the cross-sectional area for the
    exhaust gas flow is small, the A/R ratio is at its minimum value and the velocity of the
    exhaust gas through the turbine at its maximum. This translates into high compressor
    speed and high intake air boost.
    At high engine speeds, the vanes are in a wide position, the cross-sectional area for the
    exhaust gas flow is large, the A/R ratio is at its maximum value and the velocity of the
    exhaust gas through the turbine at its minimum. The compressor speed will be slower but
    enough to provide the required intake air boost.

    Also, the flow capacity of the turbine is increased, which will decrease the exhaust gas
    backpressure and allow the engine to “breathe” normally.

    The position of the vanes (A/R ratio) can be controlled between a minimum (fully closed)
    and a maximum (fully open) position. The exact position of the vanes depends on the
    operating point of the internal combustion engine (speed and torque) and is regulated by
    the engine control module (ECM) or power train control module (PCM).

    The most common design of variable geometry turbochargers are using rotating vanes
    (airfoils) arranged like slats in a window blind around the turbine wheel. These vanes are
    moved to regulate the cross-sectional area of the exhaust gas flow through the turbine. The
    vanes are mounted in the turbine housing with one end pinned to the housing. The other
    end of the vane is connected through a pin to a plate called a unison ring. Rotation of this
    unison ring causes the all the vanes to revolve around the fixed pivot point.

    The pivoting vanes assembly is also known as a nozzle ring.

    At high exhaust gas temperatures, the metal-to-metal dry friction between the vanes, pivots
    and ring can be problematic and cause the pivoting mechanism to stick. If they get stuck in
    an open position, the engine performance will be poor at low speeds. If the vanes get stuck
    in a closed (narrow) position, at high engine speeds there will be a significant exhaust gas
    backpressure, which will lead to over-speed and even to turbine failure.

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