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Development of Turbocharger For Improving Passenger Car Acceleration
Development of Turbocharger For Improving Passenger Car Acceleration
Development of Turbocharger For Improving Passenger Car Acceleration
SAE TECHNICAL
PAPER SERIES
Hiromu Furukawa
Warner-lshi Corp.
and
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ABSTRACT
INTRODUCTION
The following is a brief explanation of vehicular turbochargers. As shown in Fig. 1, a vehicular turbocharger consists of the radial type turbine and compressor impeller on
each side of the center section having the bearings and seal
sections. Smaller turbochargers for passenger cars have builtin waste gate control system for better engine performance at
low engine speed.
oil inlet
air
wastegate actuator
rturbine housing
(single scroll)
ball bearing
There are series of turbochargers ranging from small turbochargers for gasoline engines with approximately 0.5Ldisplacement volume to large turbochargers for diesel engines
with approximately 15L one.
The main theme in this paper is about the development of
the following three items which contribute to enhance vehicle acceleration through turbocharger improvement.
(a) To reduce the inertia moment of the rotational parts and
then to improve acceleration of the turbocharger revolution by developing the turbine impeller of reduced diameter without the reduction of the turbine efficiency.
(b) To make effective use of exhaust pulsation at low engine speed by eliminating interference of exhaust gas
pulsation by use of two channels until just before turbine impellers; otherwise in a 4-cylinder engine with one
channel, exhaust gas pulsation interference occurs at low
engine speed.
compressor impeller
compressor housing
Fig. 1
seal plate
Vehicular turbocharger
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Conventional
radial turbine
Fig. 3
Fig. 2
W E D - E Z O W TURBINE IMPELLER
Structure Fig.2 shows the cross section of a turbocharger
using the mixed-flow turbine impeller. This turbocharger
differs from a turbocharger using the conventional radial turbine impeller in that the exhaust gas coming from the turbine
scroll does not flow into the turbine impeller vertically from
the periphery but flows diagonally. The scroll is designed to
make it possible and the outer trim of the turbine impeller is
diagonally cut back. Fig.3 shows the outviews of the radial
and mixed-flow turbine impellers.
-0
Mixed-qow
turbine
Therefore, to reduce the external diameter of the turbine impeller is the most effective way to reduce inertia moment.
However, the turbine efficiency decreases by mere reduction
of the external diameter of the radial turbine impeller. Therefore, the mixed-flow turbine impeller has been developed to
preserve the turbine efficiency with the reduced external diameter.")
-0
Mixed-flow turbine
- - - - + Radial turbine
Mixed-flow turbine
- - - - -0 Radial turbine
Radial turbine
total-to-total
Mixed-flow turbine
total-to-total
Fig. 4
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o mixed-flow turbine
radial turbine
-- - mixed-flow
turbine
radial turbine
slmulatlon result
-- - mixed-flowturbine
-radial turbine
tlme (second)
Fig 6
Using this simulation, 2L gasoline engine acceleration response was calculated, and the effect of the mixed-flow turbine is also shwon in Fig.7. The simulation was carried out
with the initial speed of 20 kmlh, and with the third gear position. The result was that the mixed-flow turbine shortened
the time reaching a boost pressure of 53KPa by approximately
20% compared to the radial turbine.
-radial turbine
-- - m~xed-flowturbine
20%
time (second)
Fig. 7
Fig. 5
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Structure Conventionally, in order to eliminate exhaust interference in Ccylinder engine, the pipe combining No. 1 and
No.4 exhaust pipes and the pipe combining No.2 and No.3
exhaust pipes are twisted and conducted to the turbine housing with the twin scroll which has two gas-inlet ports parallel
to the turbine axis. In this case, the configuration of the pipes
become complicated and the fluid loss will occur. However,
by the adoption of twin entry turbine housing which has two
gas-inlet ports vertical to the turbine axis and the gas flow
paths are twisted toward the turbine inlet, better performance
of the engine is obtained as mentioned below. By the adoption of this structure, the manifold and wastegate by-pass can
be designed simply. Fig.8 shows the cross section of the twin
entry turbine housing.
Fig. 9
Fig. 8
35%
100%
engine speed
engine
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-.---
--
-twin
single entry turbine
entry turbine
,4--
third gear
full acceleration
--
turbine housing
time (second)
a
m
structure
7Prdoad spring
011 film damner i
r
C
V-_
spring receiver
engine speed
Structure Fig.14 shows the cross-section of the ball bearing turbocharger now mass-produced. In the bearing section
two angular type ball bearings are arranged to face each other.
The inner races hold the turbine shaft and receive radial force
and thrust force in both directions. The outer races are inserted into the oil film damper placed in the bearing housing.
Bearings on both sides are provided with a certain pre-load
each other by the pre-load spring through the spring receiver
and also fixed in place. The oil film damper which holds the
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5
100
m
--m -mc -
Fig. 17
=
s
0
0
0
-.-.-
ball bearing
plain bearing
Structure In the conventional full-floating bearing turbocharger, lubrication oil is supplied onto the both sides of the
thrust bearing directly (Fig.17). Thus, the amount of oil to
the thrust bearing is about 60-70% of the total amount, and
the friction loss here is large. However in the new separated
bearing structure, lubrication oil is suppied directly only to
the positive thrust face (compressor side). The opposite thrust
face is lubricated by the small amount of oil from the journal
bearing, and thus, the amount of oil to the thrust bearing is
reduced to about 30% of the total amount.
Approach The separated thrust bearing has been developed to decrease oil distribution ratio to the thrust bearing.
Consequently, compressor side seal performance has been improved because oil flow rate to the thrust bearing has been
decreased. As a result, oil supplied to the turbocharger has
become approximately a half in volume compared to that in
the standard thrust bearing structure, reducing mechanical loss.
third gear
full acceleration
time (second)
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- - - &, -
-separated
standard thrust bearing
thrust bearing
-.-.-
third gear
time (second)
Fig. 18 Separated thrust bearing effect on 0.66L gasoline engine boost characteristics
CONCLUSIONS
As shown in table 1, acceleration was improved by using
turbochargers with four items of high technology. Compared
to the conventional full-floating bearing turbocharger, the
mixed-flow tubine shortened by 20%, the twin entry turbine
housing shortened by 25%, the ball bearing shortened by 9%,
the separated thrust bearing shortened by 6%, respectively,
of the time reaching a boost pressure of 53KPa at the speed
from 20lun/h at the third gear full acceleration. This paper
introduced effect using each four high-tech items separately.
When these four items are combined, further splendid effect
can be expected shown as table 1.
Most effective way of improving passenger car acceleration by the turbocharger with the wastegate valve system,is
to adopt mixed-flow turbine and twin entry turbine hous-
ACKNOWLEDGEMENT
We express our hearty thanks to all who gave us advice
and suggestions for the improvement of the turbocharger technology.
REFERENCES
Hiroaki Minegishi, et al.,: Development of a small
mixed-flow turbine for automotive turbochargers, International Gas turbine and Aeroengine Congress and
Exposition of ASME 1995.
(2) Kazuya Miyashita, et al.,: Development of High Efficiency Ball-Bearing Turbocharger,SAE870354,Feb.1987
(1)
5
6
items
mixed-flow
turbine
twin entry
turbine
ball bearing
separated
thrust bearing
Nol+No2+No3
No1+NoP+No4
Simulation Result
difference
rom standard)
20% shorter
25% shorter
9% shorter
6% shorter
41% shorter
37% shorter
condition
4 cylinder 2L gasoline engine
initial speed 20kmIh
third gear full acceleration
The time reaching a boost
pressure of 53kPa was compared