Unit II - Turbo Super Charger

Turbo super charger
Dr.K.BALAMURUGAN, ASP/MECH, IRTT, Erode

Super charger and Turbo Super Chargers
 A supercharger is an air compressor used to increase
the pressure, temperature, and density of air supplied to
an internal combustion engine.
 Power for the supercharger can be provided mechanically
by 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.
Turbo super charger
 A turbocharger, or turbo (mixing/spinning) is a forced
induction device used to allow more power to be
produced for an engine of a given size.
 A turbocharged engine can be more powerful and
efficient than a naturally aspirated engine because the
turbine forces more intake air, proportionately more fuel,
into the combustion chamber than if atmospheric
pressure alone is used.
 Turbos are commonly used on truck, car, train, and
construction equipment engines. Turbos are popularly
used with Otto cycle and Diesel cycle internal
combustion engines.
Turbo charger - Operating principle
 In most piston engines, intake gases are "pulled" into the
engine by the downward stroke of the piston (which creates a
low-pressure area), similar to drawing liquid using a syringe.
The amount of air which is actually inhaled, compared with the
theoretical amount if the engine could maintain atmospheric
pressure, is called volumetric efficiency.
 The objective of a turbocharger is to improve an engine's
volumetric efficiency by increasing density of the intake gas
(usually air).
 The turbocharger's compressor draws in ambient air and
compresses it before it enters into the intake manifold at
increased pressure. This results in a greater mass of air
entering the cylinders on each intake stroke. The power
needed to spin the centrifugal compressor is derived from the
kinetic energy of the engine's exhaust gases.
 A turbocharger may also be used to increase fuel
efficiency without increasing power. This is achieved by
recovering waste energy in the exhaust and feeding it
back into the engine intake.
 By using this otherwise wasted energy to increase the
mass of air, it becomes easier to ensure that all fuel is
burned before being vented at the start of the exhaust
stage. The increased temperature from the higher
pressure gives a higher Carnot efficiency.
Intercooling
 When the pressure of the engine's intake air is increased, its
temperature will also increase. In addition, heat soak from the
hot exhaust gases spinning the turbine may 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.
Intercooling
Intercooling
Type 1 : Waste Gate Turbocharger
 Most automotive turbochargers have a wastegate, which
allows the use of a smaller turbocharger to reduce lag
while preventing it from spinning too much.
 The wastegate senses the boost pressure and if the

pressure gets too high, it could be an indicator that the
turbine is spinning too quickly, so the wastegate bypasses
some of the exhaust around the turbine blades, allowing
the blades to slow down to proper speed.
Type 1 : Waste Gate Turbocharger
Type 2 : Variable geometry turbocharger
 A Variable Turbine Geometry turbocharger is also known
as a variable geometry turbocharger (VGT), or a
Variable Nozzle Turbine (VNT).
 A turbocharger equipped with Variable Turbine Geometry

has little movable vanes which can direct exhaust flow
onto the turbine blades.
 The vane angles are adjusted via an actuator.

Type 2 : Variable geometry turbocharger
Turbo Lag
 One of the main problems with turbochargers is that
they do not provide an immediate power boost when you
“pedal to the metal”.
 It takes a second or two for the turbine to get up to

speed before full pumping of the air is produced.
 This results in a feeling of lag when you step on the gas,

and then the car lunges ahead when the turbo gets right
speed.

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Turbo super charger

Dr.K.BALAMURUGAN, ASP/MECH, IRTT, Erode

 The wastegate senses the boost pressure and if the

 A turbocharger equipped with Variable Turbine Geometry

 The vane angles are adjusted via an actuator.

 It takes a second or two for the turbine to get up to

 This results in a feeling of lag when you step on the gas,

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