FATEH ECO MOTORS

Automotive Technology Training

FATEHECO
MOTORS

Forced Induction
Principles of Turbocharger and Supercharger

A005
 CONTENTS
1 FORCED INDUCTION PRINCIPLES 1
1.1 Engine Airflow Requirements
1.2 Ways to Increase Power
1.3 Naturally Aspirated vs. Forced Induction
1.4 Volumetric Efficiency
1.5 Pressure vs. Altitude
2 TURBOCHARGER 4
2.1 Brief History
2.2 Design and Function
2.3 Low Inertia Turbocharger
2.4 Variable Turbine Geometry Turbocharger
2.5 Twin Scroll Turbocharger
2.6 Twin Turbocharger
2.7 Wastegate
2.8 Dump Valve
2.9 Intercooler
3 SUPERCHARGER 10
3.1 Roots Type Supercharger
4 TWINCHARGER 11
4.1 Construction and Operation
5 TERMINOLOGY 13
5.1 Boost Threshold
5.2 Compressor Surge
5.3 Turbo Lag

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1. FORCED INDUCTION PRINCIPLES

1.1 Engine Airflow Requirements

Engine power is proportional to the amount of air and fuel that can get into the cylinders. All things
being equal, larger engines flow more air and as such will produce more power.

Engine airflow requirements determined by:

• Engine displacement
• Engine revolutions per minute (RPM)
• Volumetric efficiency

1.2 Ways to Increase Power

There are several different methods that can be used to increase engine's power output:

1. Increasing engine displacement This method brings with it an increase in weight, size and
internal friction losses of the engine. Fuel consumption and
emissions will increase because of this.

2. Increasing maximum engine speed Another possibility for increasing the engine's power output
is to increase its speed. This is done by increasing the number
of firing strokes per time unit. Because of mechanical stability
limits, however, this kind of output improvement is limited.
Furthermore, the increasing speed makes the frictional and
pumping losses increase exponentially and the engine
efficiency drops.

3. Charging cylinder with denser air Using this method, the amount of air necessary for
(forced induction) combustion of extra fuel can be greatly increased, resulting in
increased power output.

1.3 Naturally Aspirated vs. Forced Induction

There are two types of induction systems for combustion engines; naturally aspirated and forced
induction engines.

Naturally aspirated (N/A) engines draw in air for combustion under atmospheric conditions. As
the piston moves down, the intake valve opens allowing the piston to suck air into the chamber.
How well the chamber is filled is called its volumetric efficiency.

Forced induction engines use a pump to increase the air pressure entering the engine and
therefore increasing its volumetric efficiency. Higher air intake volume allows for more fuel to be
burnt which increases the amount of power generated by the engine.There are 2 different types of
pumps in forced induction systems; a turbocharger and a supercharger.

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 Fig.1 – Naturally aspirated engine Fig.2 – Forced induction engine with
turbocharger

1.4 Volumetric Efficiency (VE)

Volumetric efficiency is one of the key ratios that help determine the degree of performance of an
automotive engine. In short, it indicates the amount of air and fuel that is in the cylinder at a specific
moment of its operation. Volumetric efficiency is commonly expressed in percentage form. Usually
the higher the percentage, the more powerful and faster an engine is.

A volumetric efficiency of 100% means that the

chamber is completely filled with air compared to
the chamber at static conditions. Naturally-
aspirated engine has a volumetric efficiency of
80% to 90%. The engine cannot fill the chamber
more than under static conditions due to the air
pressure being the same. Its ability to fill the
chamber is also greatly affected by how long the
intake valve is open for and how fast the engine is
rotating.

Engine volumetric efficiency can be increased by

using:

 Multi-valve combustion chamber

 Variable intake manifold
 Variable valve timing system
 Turbocharger/supercharger (can increase
the volumetric efficiency by 50%).

Fig.3 – Engine volumetric efficiency describe

it ability to put air into its cylinders.

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 Fig. 4 - Atmospheric pressure drops with increased altitude. Meanwhile, the boost pressure remains the
same regardless of altitude.

1.5 Pressure and Altitude

A normally aspirated engine has a maximum manifold pressure equal to atmospheric pressure,
14.7 psi at sea level. In a forced-induction engine, the turbocharger or supercharger allows one to
increase manifold pressure to a level above 14.7 psi, resulting in a denser air-fuel mixture in the
combustion chamber. From there the engine get more power.

In principle, turbocharger and supercharger are very similar. Both compress air before it enters
the combustion chamber. This results in a denser more compressed air-fuel mixture which
generates a more powerful piston stroke. Because of this, forced induction allows engineer to
create a smaller-displacement engine with the same energy output that a much larger-
displacement normally aspirated engine would have.

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2.TURBOCHARGER
2.1 Brief History

1905 Swiss Alfred Büchi invented "turbocharger"

1910 1st supercharged engine (2-stroke) for aircraft was built by Murray-Willat.
1919 General Electric successfully completed a turbocharger on the engine of an airplane to test.
1925 1st successful application of exhaust gas turbocharging succeeded the Swiss Alfred Büchi
1938 1st turbocharged engine for trucks was built by the "Swiss Machine Works Saurer".
1962 1st production car equipped with exhaust turbocharger (Oldsmobile Jetfire)
1970 Entry of turbochargers into motorsport, especially into Formula 1
1978 1st turbocharged diesel engine passenger car in the Mercedes-Benz 300 SD

Fig.6 – Alfred Buchi Fig.7 – Turbocharger from Oldsmobile car

2.2 Design and Function

The turbocharger is a device which uses the energy

of the exhaust gas to rotate the turbine wheel at Bearing housing
Turbine wheel
high speeds. There is a compressor wheel on the
Wastegate
same shaft as the turbine wheel which compresses
air into the cylinders when it is rotated. In this actuator
way, engine output is increased.

The waste gate valve and actuator prevent the

boost pressure from rising too high.

Most system are equipped with an intercooler to

lower the temperature of the compressed intake
air and improve the charging efficiency ratio. Compressor
wheel

Fig.8 – Turbocharger construction

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The turbocharger consists of the turbine housing, compressor housing, center housing, turbine
wheel, compressor wheel, full-floating bearings, wastegate and actuator.

Fig.9 – Turbocharger system layout

2.3 Low Inertia Turbocharger

Low inertia (light pressure) turbocharger is one of the

most popular technologies in recent years. The aim of
low inertia turbocharger is to improve drivability
without having the drawback of conventional
turbocharger. Despite of lower peak power, a low
inertia turbocharger engine remains to be strong in
torque delivery thus aids acceleration. Most important,
it has very much better drivability due to substantially
reduced turbo lag. Throttle response is nearly instant.

Besides, some manufacturer proved that the better

torque curve enables taller gearing, thus actually
delivers better fuel economy than a normally
aspirated engine of the same size. Low inertia
turbocharger can provide the extra torque they need Fig.10 – Low inertia turbocharger in
without resorting to larger engines. This mean they modern gasoline engine
can keep the cost-effective four-cylinder engines
rather than upgrading to six-cylinders.

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2.4 Variable Turbine Geometry (VTG) Turbocharger

Variable Turbine Geometry (VTG) technology (also known as Variable Geometry Turbocharger) is
commonly used in turbo diesel engines. It is primarily used to reduce turbo lag at low engine speed,
but it is also useful to introduce EGR (Exhaust Gas Recirculation) to reduce emission in diesel
engines.
Ordinary turbochargers cannot escape from turbo lag because at low engine rpm the exhaust gas
flow is not strong enough to bring the turbine up to operating speed. This problem is especially
serious to modern diesel engines, because they tend to use big turbo to compensate for their lack of
efficiency.

A VTG turbocharger is capable to alter the direction of exhaust gas flow to optimize turbine
response. It incorporates many movable vanes/nozzles inside the turbine housing to guide the
exhaust flow towards the turbine. An actuator can adjust the angle of these vanes, in turn vary the
angle of exhaust flow.

Fig.12 – Operation of variable nozzle that

controls the exhaust gas flow to the
turbine

Fig.11 – VTG turbocharger construction

2.5 Twin Scroll Turbocharger

Twin Scroll (twin passage) turbocharger is an improvement to the normal or single scroll
turbocharger. Twin scroll turbocharger is connected to the exhaust manifold via two input lines
leading to the turbine and two scrolls where separate wastegates controls the gases from each
input.

The two input lines is used to separate cylinders whose exhaust gases would interfere with each
other because of their firing sequence in the four stroke cycle therefore allowing a more effective
flow of exhaust gases to the turbo. The pulse of exhaust gases from the cylinders interfere with each
other because the exhaust valves of one cylinder will be open when it finishes the exhaust stroke
and begins the intake stroke and at the same time the exhaust valves of another cylinder will be
opening as it begins the exhaust stroke.
This overlap could cause some of the exhaust gases from one cylinder to mix with the fresh intake

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of air-fuel of another cylinder thereby reducing the amount of gasses going to the turbo and it
would reduce the power from the combustion of the fresh air-fuel mixture in the new cylinder.

Attention is given to the firing order of the cylinders so no cylinder would be paired with one that
directly behind it in the firing sequence. The design of the intake to the turbo ensures that the pairs
don't mix. When the gases reach into the turbo it rotates its own small scroll to spin the turbine.
Although the entire turbo operates as one unit the separate scrolls act as small turbos separately
but together form a large turbo equivalent to a single scroll turbo of the same size.

A twin scroll turbocharger offers the following benefits over normal turbocharger;

1. More pressure is sent to spin the turbocharger which adds more boost.
2. Reduction in turbo lag as the turbo can function as small turbocharger and a large
turbocharger simultaneously.
3. A larger quantity and better quality of fresh air or air-fuel mixture can be forced into the
cylinders on each stroke.

Fig.14 – Twin scroll turbocharger is

connected to the 2 exhaust input
Fig.13 – Cutaway view of twin scroll turbocharger
lines

2.6 Twin Turbocharger

A small engine usually uses a single turbo, because it does not produce sufficient exhaust gas to
drive 2 turbochargers efficiently. For larger engines, it is better to use a pair of small turbochargers
instead of a big one, because small turbines result in less turbo lag.

Engine packaging also governs the use of twin-turbo. For V-shape and boxer engines, it could be a
headache to connect all cylinders to a single turbocharger. Twin-turbo can easily avoid the problem.
As one turbo needs to serve only one cylinder bank, it can be put in close proximity to the bank. As a
result, the turbo piping can be greatly shortened, saving a lot of space in the engine compartment.
Moreover, the shorter pipes lead to less turbo lag. Therefore, almost all turbocharged V-shape and
boxer engines on the market employ twin-turbo.

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Generally, there are 2 types of twin-turbo arrangement: Parallel and Sequential

Fig.15 – Comparison between 2 type of twin turbo layout: parallel and sequential

2.7 Wastegate
Majority of turbocharger applications require a Wastegate. There are two (2) configurations of
Wastegates, internal or external. Both internal and external Wastegates provide a means to bypass
exhaust flow from the turbine wheel. Bypassing this energy (e.g. exhaust flow) reduces the power
driving the turbine wheel to match the power required for a given boost level. The Wastegate uses
boost pressure and spring force to regulate the flow bypassing the turbine.

Internal wastegate are built into the turbine housing and consist of a “flapper” valve and
pneumatic actuator. This actuator is connected to the boost pressure side.

External wastegate are added to the exhaust plumbing on the exhaust manifold or header. The
advantage of an external wastegates is that the bypassed flow can be reintroduced into the exhaust
stream further downstream of the turbine. This tends to improve the turbine’s performance. On
racing applications, this Wastegated exhaust flow can be vented directly to atmosphere.

Fig.17 – External
wastegate

Fig.16 – Internal wastegate valve

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2.8 Dump Valve
A dump valve and blow off valve (BOV) is a pressure release valve that releases turbo pressure
(boost) when the throttle valve is closed. While the turbo is still spinning and creating pressure, a
wave of pressure will travel back to the turbocharger when the throttle close, this will results in
that the compressor wheel stalls (surge) and slows it down very quickly.

This is hard on the bearings and decreases the turbo´s lifespan, it will also take longer time for the
turbo compressor to spin up the next time the throttle opens and the turbo will not be able to
deliver maximal boost as quickly as possible.

A dump valve is categorized as internal pressure release valve because it circulate the over
pressure back to engine.The dump valve is also called as compressor bypass valve or compressor
release valve.

A blow-off valve is external pressure release valve because it release the over pressure to
atmosphere.

Fig.18 – blow off valve Fig.19 – Compressor bypass valve

2.9 Intercooler
The intercooler is a heat exchanger device that reduce air temperature pumped by turbocharger.
Air temperature rises when compressing the air in the turbocharger. The charging efficiency rate is
lowered because the high-temperature air expands and it is lowered. The intercooler increases the
air density by lowering the air temperature and improves the charging efficiency rate. It also acts to
control knocking.

Types of intercooler

Most of intercooler is a air-cooler type. The intercooler is mounted either in front of vehicle, side
bumper or on the top of engine.

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 Fig.20 – Front mounted intercooler Fig.21 – Side mounted intercooler

Fig.22 – Top mounted intercooler

3. SUPERCHARGER
Supercharger, also called mechanical charging,
appeared in the early 1920s cars as a means to boost
power without enlarging engines. Since the
supercharger is driven directly by the crankshaft (via
drive belt), it has the advantage of instant response
compare with turbocharger. On the downside, the
charger itself is rather heavy and energy inefficient,
thus it cannot produce as much power as turbocharger.
Especially at high rev, it generates a lot of friction hence
energy loss and prevent the engine from revving
higher.

3.1 Roots Type Supercharger

There are few types of supercharger: Roots type, screw

type and centrifugal type. The most common is Roots Fig.23 – Supercharged engine
type, which usually used for automotive engines.

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The Roots supercharger consists of two rotors, usually with 3 or 4 lobes each. They rotate in
counter direction to pump the air from inlet to outlet (see fig. 22). This motion does not compress
the air inside the supercharger. However, as the supercharger supplies air faster than what the
engine can consume, high pressure is built up in the intake manifold.

Rotor

Fig.24 – Construction of Roots

supercharger

Fig.25 – Roots supercharger

operating phases

4. TWINCHARGER
As mentioned above, supercharger is good for low-end output but short of high-end efficiency,
while turbochargers work strongly at high rev but reluctantly at low rev. To optimize the
advantages of both systems, the engineers had combining supercharger and turbocharger together.

Turbocharger
Supercharger

Fig.26 – Twincharged engine

that combine supercharger
and turbocharger.

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 Fig.27 – Twincharger system diagram

4.1 Construction and Operation

The construction of Twincharger is quite simple. It has a Roots supercharger and a turbocharger
connected in series. The supercharger can be bypassed through an alternative path, or disengaged
completely by an electromagnetic clutch. The Twincharger delivers excellent power and tractability
yet the package is surprisingly compact. The only disadvantage is high cost.

At low rev, the supercharger provides most of the boost pressure. The pressure it built up also
helps spooling up the turbocharger so that the latter can run into operating range more quickly.
At 1500 rpm, both chargers contribute about the same boost pressure, with a total of 2.5 bar. (Had
the turbocharger worked alone, it could provide only 1.3 bar at the same rev)

Then the turbocharger – which is optimized for high-rev power – started taking the lead. The higher
the rev, the less efficient the Roots-type supercharger becomes. Therefore a by-pass valve
depressurizes the supercharger gradually. By 3500 rpm, the turbocharger contributes all the boost
pressure, thus the supercharger is disconnected by the electromagnetic clutch to save energy.

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5. TERMINOLOGY

5.1 Boost Threshold

Boost threshold is the engine rpm point where the turbocharger begins producing effective boost
pressure. Below the boost threshold point, the engine will usually feel a little mushy and
unresponsive. Once the boost threshold is reached, the boost will rise toward peak boost and the
engine will begin producing significantly more torque.

No boost created Boost starts

Compressor Force
wheel induction

To
To engine
engine

Suction +
Air flow due to
force
engine suction
induction

Ambient air from Ambient air from

air cleaner air cleaner

5.2 Compressor Surge

Compressor surge is when the air pressure after the compressor is actually higher than what the
compressor itself can physically maintain. This condition causes the airflow in the compressor
wheel to back up, build pressure, and sometimes stall. In cases of extreme surge, the thrust bearings
of the turbo can be destroyed, and will sometimes even lead to mechanical failure of the
compressor wheel itself. For this reason, the system is fitted with dump valve.

Maximum boost Compressor surge

Compressor point phenomena
wheel

To
To engine
engine

if the engine
Suction + cannot cope
force the boost, back
induction pressure will
created

This pulse can

Ambient air from damage the
air cleaner compressor

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5.3 Turbo Lag
Turbo lag is the time delay of boost response after the throttle is opened when operating above the
boost threshold engine speed. Turbo lag is determined by many factors, including turbo size
relative to engine size, the inertia of the turbo's rotating group, turbine efficiency, intake plumbing
losses, exhaust back pressure, etc.
For example, if the boost threshold is 2,000 rpm and the target boost pressure is from 0.8 bar, when
you press the throttle pedal, there is no time delay of boost response as illustrated below.

No turbo lag

Engine speed

Throttle pedal is Boost

pressed pressure

Exactly at 2,000 rpm

the boost is at 0.8 bar

If you press the throttle pedal faster than before, then turbo lag could be 3 seconds or more, as the
boost response is late than the target.

The boost kick in 1,500

rpm or 3 seconds slower

Turbo lag
phenomena

Engine speed

Throttle pedal is pressed

faster than before Boost
pressure

At 3,500 rpm the

boost is at 0.8 bar

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