How does the VNT works?

The VNT turbochargers regulate the turbine intake section in purpose optimization the power whereby
assignment air flow intensity.

At low engine speed and low fuel flow turbocharger reduced intake section, which results in increasing the
boost pressure and the turbine power output. At high engine speeds and high fuel flow VNT turbocharger
increases intake section. This prevents achievement of rotor assy critical speeds in turbocharger, and also
sets optimally boost pressure for each operating point. Modulation of the intake section can be directly
control by compressor pressure and with use of swing valve actuator or vacuum-regulated type. In purpose
of modification the intake section, the VNT types use variable guide vanes, which rotate in correlation with
turbine wheel assembly.

Advantages of VNT technology are:

• More power output

• Higher torque
• Reduced fuel consumption
• Reduced emissions
• Improvement of brake power

The VNT turbochargers’ types

The VGT turbocharger is effectual, although complex mode turbocharging, which uses the automatic
variation system of intake power during the operational engine work.

This allows optimal setup turbine power necessary to compressor to create needful pressure for operational
engine work. This is achieved by variable zone of splash, apropos, the set of controllable vanes control the
flow through the turbocharger. Holset’s VGT is unique by axial glide the vanes instead to roll. This mode
allows high level duration and reliability, which is very important for commercial diesel application.
Applications that require a good response at low engine speeds benefit the use of a small turbo. However, even though they are designed to spin at up to 250,000
rpm and withstand exhaust gas temperatures of over 1000oC, there is a danger that a small turbocharger can over speed and over boost at higher engine speeds.

In order to prevent this from happening, some turbochargers are fitted with a wastegate or turbine bypass. This manage that as the pressure reaches the
maximum preset level, a valve opens to allow some of the exhaust gas to bypass the turbine and flow straight into the exhaust system.

The simplest form of wastegate control is a pneumatic actuator. The sensor port on the actuator is connected directly to the compressor outlet and, as pressure
rises in the top part of the actuator above the diaphragm, it acts against the pressure of a spring to move a rod, thereby opening the turbine bypass valve and
some of the exhaust gas flow straight into the exhaust system.
Swing Valve Type
The two sections of the chamber are separated by a diaphragm. As turbocharger speed and boost rise, the pressure rises in the chamber until it overcomes the
pressure from the spring on the underside of the piston. For diesel applications, the opening pressure of actuator is higher then for petrol applications.

Vacuum Type
A vacuum activator works on a similar principle likewise a swing valve actuator. The basic difference is actuator guidance by engine central unit with assistance of
electro-magnetic valves and vacuum.

The calibration of the opening point has to be set extremely accurately to ensure that the engine performs to specification. If the calibration is set too low and the
turbo does not reach its maximum boost pressure, the engine performance will be low and may cause smoking and excess temperatures on diesel applications.

If the calibration is set too high the turbo may run too fast, speeds inside the compressor will be higher, causing damage on turbocharger, engine defective, and
damage on engine’s air feed system too.