China
Africa
Explore chapters and articles related to this topic
Shaft Engines
Published in Ahmed F. El-Sayed, Aircraft Propulsion and Gas Turbine Engines, 2017
Superchargers and turbochargers are two types of forced induction employed in piston engines to add large amounts of power to their motor. In the field of aviation, supercharging and turbocharging allow piston engines to develop maximum power when operating at high altitudes or boost a craft’s power during takeoff. At high altitudes, an engine without a supercharger will lose power because of the reduced density of the air entering the induction system of the engine. Both superchargers (Figure 6.7) and turbochargers (Figure 6.8) have compressors mounted in the intake system; these are used to raise the pressure and density of the incoming air. The advantage of compressing the air is that it allows more air to enter a cylinder, which increases the amount of fuel that can be taken into the cylinder, so more power is obtained from each combustion in each cylinder. The typical boost provided by either a turbocharger or a supercharger is 20–50 kPa. Two types of compressor are used in superchargers and turbochargers: positive displacement or dynamic. Three types of positive displacement compressors are used extensively: the roots, vane, and screw types. Two types of dynamic compressors are used: centrifugal or axial. This power can be supplied by a separate drive for the supercharger, or by connecting the supercharger directly to the engine shaft or to a gas turbine driven by the engine exhaust gases. As shown in Figure 6.8, turbochargers consist of a centrifugal compressor coupled to a radial inflow turbine through a vaneless or vaned diffuser housing.
New Technologies, Vehicle Features, and Technology Development Plan
Published in Vivek D. Bhise, Automotive Product Development, 2017
1.Forced induction/turbo charging/turbo-boost: Forced induction is the process of delivering compressed air to the intake port of an internal combustion engine. A forced induction engine uses a gas compressor (e.g., a turbo charger, which is an exhaust-powered or electric motor–driven turbine) to increase the pressure, temperature, and density of the air. An engine without forced induction is considered a naturally aspirated engine. Turbo charging has helped in downsizing engines and maintaining or even increasing their output. For example, many of the currently available turbo-boost gasoline engines are providing about 120 hp/L output as compared with about 80–100 hp/L outputs provided by naturally aspirated gasoline engines. Turbo chargers also help recycle exhaust energy and reduce the energy loss when hot exhaust gases are released into the atmosphere. The energy loss is typically about 25%–30% of the energy in the fuel consumed.
Engine
Published in Andrew Livesey, Advanced Motorsport Engineering, 2012
Induction falls into three categories, these are: Open induction, usually the carburetter, or the throttle body has an open ram pipe.Closed induction, this uses a plenum chamber with air filter.Forced induction, as with a turbocharger, or supercharger.
Optimisation and effective utilisation of esterified rice bran oil in a turbocharged VCR engine by analysing its operating characteristics
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2022
S. Pasupathy raju, Thangavel Mohan raj
The volumetric efficiency improves with the use of turbocharger that admits more air in to the inlet manifold through forced induction. This enables to supply extra fuel to boost the power output. This gives a clear understanding of the use of a turbocharger. It is normally increased when running with a turbocharger for all the compression ratios. The effect of increasing the load reduces volumetric efficiency from 5% to 6% for no load to full load conditions. Biju Cherian Abraham (2) also carried out the measurements of volumetric efficiency, and for biodiesel, it is low when compared with biodiesel mixtures. Here we have observed that the volumetric efficiency is more for B-20 and slightly less for B-10 and very low for diesel alone with a turbocharger for all compression ratios. For B-20 and B-10, the difference is less ranging from 1.1% to 2.2% when compared with turbocharger and when run with diesel alone as 0.9% for an increase in compression ratios at peak loads. Without turbocharger, there is a significant difference in all blends and diesel alone (Figure 7). The increase in compression ratio reduces volumetric efficiency due to the poor intake of air due to the elevated temperatures in the combustion chamber. This effect is also due to the increase in brake thermal efficiency, which increases with load and compression ratio. This reduction with fewer biodiesel proportions (B-10) is due to a reduction in density and viscosity of the blend. That can easily evaporate which lowers the volume of induction of air at the inlet and very low for diesel alone as fuel due to the reasons above. The increase in blend proportions increases volumetric efficiency that proves the effective use of biodiesel. It is understood that volumetric efficiency is affected due to turbocharger and blend proportions ranging from 6% to 7% with the increase in compression ratios. Elevating the intake temperature can reduce volumetric efficiency in diesel engines. Likewise, boosting intake pressure can increase volumetric efficiency.