Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.
Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.
Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.
Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.
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Variable geometry
Turbo charger INDUCTION SYSTEM- TYPES OF INDUCTION SYSTEM
Natural Induction
Forced induction INDUCTION SYSTEM -TYPES OF FORCE INDUCTION
SUPER TURBO RAM AIR CHARGER CHARGER RAM AIR When the car is travelling in speed, air will be forced into the engine manifold through the ram air inlet which usually locates on the top of bonnet. That create a slightly higher pressure than normal aspiration. TURBO CHARGER & SUPER CHARGER TURBO LAG???? Turbines of earlier turbochargers were large and heavy, thus could not start spinning until about 3,500 rpm crank speed. This phenomenon is called turbo lag.
So when driver accelerates the car, throttle cannot result
in instant power rise expected by the driver. We can imagine how difficult to drive fast in city or twisted roads. VARIABLE GEOMETRY TURBO CHARGER -HISTORY
In early 90’s Honeywell has developed the first ever turbo charger.
One of the first production cars to use VGT was the limited- production Shelby CSX-VNT.
Honda Legend used a variable geometry turbo with an integrated
water cooled intercooler installed on its 2.0 L V6 engine, and was only manufactured for one year. VARIABLE GEOMETRY TURBO CHARGER
Ordinary turbochargers cannot escape from turbo lag because at low
engine rpm the exhaust gas flow is not strong enough to push the turbine quickly.
A Variable Geometry Turbocharger is capable to alter the direction
of exhaust flow to optimize turbine response.
It has a mechanism by which the inlet area can be varied to achieve
the optimal A/R for a given flow rate. VARIABLE GEOMETRY TURBO CHARGER -CONCEPT
Narrowing the nozzle ring opening increasing the turbine speed.
VARIABLE GEOMETRY TURBO CHARGER CONTINUE…..
This is achieved by varying a set of aerodynamic vanes
which direct the exhaust gas flow onto the turbine wheel. VARIABLE GEOMETRY TURBO CHARGER -CONSTRUCTION DETAILS……. VARIABLE GEOMETRY TURBO CHARGER -VAN ANGLES ---CONTINUE………
Van angle determines the exhaust flow through turbine.
It also determines the turbine speed as well as back pressure. VARIABLE GEOMETRY TURBO CHARGER -UNISON RING VARIABLE GEOMETRY TURBO CHARGER -WORKING -CONTINUE……
At low rpm :
The vanes are partially closed, reducing the area hence accelerating the exhaust gas towards the turbine. Moreover, the exhaust flow hits the turbine blades at right angle. Both makes the turbine spin faster.
At high rpm :
At high rpm the exhaust flow is strong enough. The vanes are fully opened to take advantage of the high exhaust flow. This also release the exhaust pressure in the turbocharger, saving the need of waste gate CONCLUSION Elimination of turbo lag Increase in volumetric efficiency of engine at all speeds.
Can be coupled with EGR to reduce the exhaustive
emissions. On basis of study papers it shows that by attaching a coil on shaft between turbine and compressor we can generate the ample amount of power so we can eliminate the alternator.
