Improving the Heat Transfer Rate for Multi Cylinder Engine Piston and Piston ...IOSR Journals
The four stroke otto engine uses just one of the four strokes to perform work. This causes various
problems: The engine runs jerkily, and this can only be prevented by a large flywheel, which needs a lot of
space and weights pretty much in addition. In this thesis, thermal loads and pressures produced in the multi
cylinder petrol engine Toyota 86 Car by varying compression ratios 14:1, 15:1, 18:1, 20:1 and 25:1 are
calculated by mathematical correlations And also calculating the effect of these thermal loads on piston and
piston rings by varying materials Cast Iron, Aluminum Alloy 6061 for piston and Cast Iron and Steel for piston
rings.FEA transient thermal analysis is performed on the parametric model to validate the effect of thermal
loads on piston and piston rings for different materials. The optimum value of compression ratio and the better
material is determined by analysis results to improve the heat transfer rate of multi cylinder engine piston and
piston rings. Dynamic analysis is done on the piston by applying the pressures developed and also static
analysis by applying the maximum pressure.
A Review Paper on Effects of Different Intake Manifold Designs on Diesel Engi...ijsrd.com
One of the objectives of car manufacturers is to improve engine performance, reduce consumption and reduce emissions. To achieve this objective, it is important to understand the phenomena involved in the combustion chambers of engines. There are various factors that influence the engine performance such as compression ratio, atomization of fuel, fuel injection pressure, and quality of fuel, combustion rate, air fuel ratio, intake temperature and pressure and also based on piston design, inlet manifold, and combustion chamber designs etc. Geometrical design of intake manifold is one such method for the better performance of an I.C. Engine. Air swirl motion in CI engine influences the atomization and distribution of fuel injected in the combustion chamber. Intake manifolds provides Air motion to the chamber. So, to get the maximum output with the least input on Diesel engine researchers are experimentally and computationally working on construction of the intake manifold configurations for increase in engine performance and reduction of Exhaust Emissions. In this paper i have studied few papers and also gone through basics of my topic from various books to understand the phenomena.
Improving the Heat Transfer Rate for Multi Cylinder Engine Piston and Piston ...IOSR Journals
The four stroke otto engine uses just one of the four strokes to perform work. This causes various
problems: The engine runs jerkily, and this can only be prevented by a large flywheel, which needs a lot of
space and weights pretty much in addition. In this thesis, thermal loads and pressures produced in the multi
cylinder petrol engine Toyota 86 Car by varying compression ratios 14:1, 15:1, 18:1, 20:1 and 25:1 are
calculated by mathematical correlations And also calculating the effect of these thermal loads on piston and
piston rings by varying materials Cast Iron, Aluminum Alloy 6061 for piston and Cast Iron and Steel for piston
rings.FEA transient thermal analysis is performed on the parametric model to validate the effect of thermal
loads on piston and piston rings for different materials. The optimum value of compression ratio and the better
material is determined by analysis results to improve the heat transfer rate of multi cylinder engine piston and
piston rings. Dynamic analysis is done on the piston by applying the pressures developed and also static
analysis by applying the maximum pressure.
A Review Paper on Effects of Different Intake Manifold Designs on Diesel Engi...ijsrd.com
One of the objectives of car manufacturers is to improve engine performance, reduce consumption and reduce emissions. To achieve this objective, it is important to understand the phenomena involved in the combustion chambers of engines. There are various factors that influence the engine performance such as compression ratio, atomization of fuel, fuel injection pressure, and quality of fuel, combustion rate, air fuel ratio, intake temperature and pressure and also based on piston design, inlet manifold, and combustion chamber designs etc. Geometrical design of intake manifold is one such method for the better performance of an I.C. Engine. Air swirl motion in CI engine influences the atomization and distribution of fuel injected in the combustion chamber. Intake manifolds provides Air motion to the chamber. So, to get the maximum output with the least input on Diesel engine researchers are experimentally and computationally working on construction of the intake manifold configurations for increase in engine performance and reduction of Exhaust Emissions. In this paper i have studied few papers and also gone through basics of my topic from various books to understand the phenomena.
PARAMETRIC ANALYSIS OF AN AIR DRIVEN ENGINE: A CRITICAL REVIEW IAEME Publication
As the world is suffering with energy and fuel crisis, and is being contaminated with harmful exhaust pollutants. Consequently, it becomes difficult to live a healthy life on earth. Therefore, any technology that can help in reducing these crisis and pollution are most welcomed and are widely accepted these days. One of such technology that ca n provide solution to this problem is compressed air driven engine. The literature has been reviewed to analysis the different effects of various parameters on the air engine such as air pressure from the compressor, capacity of compressor tank, number of strokes of the engine, number of cylinder s, number of storage tank, number of inlet and exhaust ports, pneumatic guns, and use of electrical devices like piezometer, solenoid valves, etc.
It describes testing of IC engines and various tests performed.
Also describes engine efficiency and various tests for finding efficiency.
Also gives idea about catalytic converter.
Type of pollution from automobile and its control along with Mass Emission Standards.
Please Like, Share, and Comment if any.
Thanks,
Aditya Deshpande
deshadi805@gmail.com
IC ENGINE TESTING
At a design and development stage an engineer would design an engine with certain aims in his mind. The aims may include the variables like indicated power, brake power,
brake specific fuel consumption, exhaust emissions, cooling of engine, maintenance free operation etc. The other task of the development engineer is to reduce the cost and
improve power output and reliability of an engine. In trying to achieve these goals he has
to try various design concepts. After the design the parts of the engine are manufactured for the dimensions and surface finish and may be with certain tolerances. In order verify the designed and developed engine one has to go for testing and performance evaluation of the engines.
Thus, in general, a development engineer will have to conduct a wide variety of engine
tests starting from simple fuel and air-flow measurements to taking of complicated
injector needle lift diagrams, swirl patterns and photographs of the burning process in
the combustion chamber. The nature and the type of the tests to be conducted depend
upon various factors, some of which are: the degree of development of the particular
design, the accuracy required, the funds available, the nature of the manufacturing
company, and its design strategy. In this chapter, only certain basic tests and
measurements will be considered.
After studying this unit, you should be able to
• understand the performance parameters in evaluation of IC engine
performance,
• calculate the speed of IC engine, fuel consumption, air consumption, etc.,
• evaluate the exhaust smoke and exhaust emission, and
• differentiate between the performance of SI engine and CI engines.
Gas turbine is an important topic usually studied in mechanical engineering, aeronautical engineering, power plant engineering, electrical engineering, and some other related engineering branches. The gas turbine is an air breathing heat engine, said to be the heart of the power plant produces electric power, by burning of gas (or) liquid fuels along with fresh air. The fresh air performs two main functions in gas turbine. The fresh air acts as a cooling agent for various parts of the power plants and gives required amount of oxygen for combustion of fuel. Topics covered in the ppt
Gas Turbines: Simple gas turbine plant- Ideal cycle, closed cycle and open cycle for gas turbines Efficiency, work ratio and optimum pressure ratio for simple gas turbine cycle Parameters of performance- Actual cycle, regeneration, Inter-cooling and reheating. the topics covered are almost same in all the universities. some problems were discussed in each and concept to make them understand clearly.
Different Measurement and Method of testing of ic engine for 2 stroke engin...mayank chauhan
In order to achieve less cost of production, improve efficiency and power output, the important measurement and testing parameters are employed. These are
a) friction power
b) indicated power
c) brake power
d) fuel consumption
e) air flow
e) speed
f) exhaust and coolant temperature
g) emissions
h) noise
i) combustion phenomenon.
The difference between the indicated and the brake power of an engine is defined as friction power, whereas air flow and emissions are related to combustion processes.
There are only two internal losses, pumping losses and friction losses. During the inlet and exhaust stroke the gaseous pressure on the piston is greater on its forward side, hence during both strokes the piston must be moved against a gaseous pressure, and this causes pumping loss.
Thermodynamic design of a Turbojet engine for the given conditions of altitude and speed. Blade geometry was taken into consideration for this project. A Matlab program was written to calculate the best compressor ratio, temperatures and geometry to obtain maximum thrust. Inlet and Nozzle were drafted using CREO Parametric.
APPLIED THERMODYNAMICS 18ME42 Module 02 question no 3a 3b & 4a-4bTHANMAY JS
Module 02: Gas power Cycles & Jet Propulsion
Contents
Introduction to Gas Turbine
Types of Gas Turbines
Gas turbine (Brayton) cycle; Description, Types and analysis.
Gas turbine (Actual Brayton) cycle; description and analysis.
Regenerative, Inter-cooling and reheating in gas turbine cycles.
Introduction to Jet Propulsion cycles.
Problems on Brayton cycle
Problems on Actual Brayton cycle
PARAMETRIC ANALYSIS OF AN AIR DRIVEN ENGINE: A CRITICAL REVIEW IAEME Publication
As the world is suffering with energy and fuel crisis, and is being contaminated with harmful exhaust pollutants. Consequently, it becomes difficult to live a healthy life on earth. Therefore, any technology that can help in reducing these crisis and pollution are most welcomed and are widely accepted these days. One of such technology that ca n provide solution to this problem is compressed air driven engine. The literature has been reviewed to analysis the different effects of various parameters on the air engine such as air pressure from the compressor, capacity of compressor tank, number of strokes of the engine, number of cylinder s, number of storage tank, number of inlet and exhaust ports, pneumatic guns, and use of electrical devices like piezometer, solenoid valves, etc.
It describes testing of IC engines and various tests performed.
Also describes engine efficiency and various tests for finding efficiency.
Also gives idea about catalytic converter.
Type of pollution from automobile and its control along with Mass Emission Standards.
Please Like, Share, and Comment if any.
Thanks,
Aditya Deshpande
deshadi805@gmail.com
IC ENGINE TESTING
At a design and development stage an engineer would design an engine with certain aims in his mind. The aims may include the variables like indicated power, brake power,
brake specific fuel consumption, exhaust emissions, cooling of engine, maintenance free operation etc. The other task of the development engineer is to reduce the cost and
improve power output and reliability of an engine. In trying to achieve these goals he has
to try various design concepts. After the design the parts of the engine are manufactured for the dimensions and surface finish and may be with certain tolerances. In order verify the designed and developed engine one has to go for testing and performance evaluation of the engines.
Thus, in general, a development engineer will have to conduct a wide variety of engine
tests starting from simple fuel and air-flow measurements to taking of complicated
injector needle lift diagrams, swirl patterns and photographs of the burning process in
the combustion chamber. The nature and the type of the tests to be conducted depend
upon various factors, some of which are: the degree of development of the particular
design, the accuracy required, the funds available, the nature of the manufacturing
company, and its design strategy. In this chapter, only certain basic tests and
measurements will be considered.
After studying this unit, you should be able to
• understand the performance parameters in evaluation of IC engine
performance,
• calculate the speed of IC engine, fuel consumption, air consumption, etc.,
• evaluate the exhaust smoke and exhaust emission, and
• differentiate between the performance of SI engine and CI engines.
Gas turbine is an important topic usually studied in mechanical engineering, aeronautical engineering, power plant engineering, electrical engineering, and some other related engineering branches. The gas turbine is an air breathing heat engine, said to be the heart of the power plant produces electric power, by burning of gas (or) liquid fuels along with fresh air. The fresh air performs two main functions in gas turbine. The fresh air acts as a cooling agent for various parts of the power plants and gives required amount of oxygen for combustion of fuel. Topics covered in the ppt
Gas Turbines: Simple gas turbine plant- Ideal cycle, closed cycle and open cycle for gas turbines Efficiency, work ratio and optimum pressure ratio for simple gas turbine cycle Parameters of performance- Actual cycle, regeneration, Inter-cooling and reheating. the topics covered are almost same in all the universities. some problems were discussed in each and concept to make them understand clearly.
Different Measurement and Method of testing of ic engine for 2 stroke engin...mayank chauhan
In order to achieve less cost of production, improve efficiency and power output, the important measurement and testing parameters are employed. These are
a) friction power
b) indicated power
c) brake power
d) fuel consumption
e) air flow
e) speed
f) exhaust and coolant temperature
g) emissions
h) noise
i) combustion phenomenon.
The difference between the indicated and the brake power of an engine is defined as friction power, whereas air flow and emissions are related to combustion processes.
There are only two internal losses, pumping losses and friction losses. During the inlet and exhaust stroke the gaseous pressure on the piston is greater on its forward side, hence during both strokes the piston must be moved against a gaseous pressure, and this causes pumping loss.
Thermodynamic design of a Turbojet engine for the given conditions of altitude and speed. Blade geometry was taken into consideration for this project. A Matlab program was written to calculate the best compressor ratio, temperatures and geometry to obtain maximum thrust. Inlet and Nozzle were drafted using CREO Parametric.
APPLIED THERMODYNAMICS 18ME42 Module 02 question no 3a 3b & 4a-4bTHANMAY JS
Module 02: Gas power Cycles & Jet Propulsion
Contents
Introduction to Gas Turbine
Types of Gas Turbines
Gas turbine (Brayton) cycle; Description, Types and analysis.
Gas turbine (Actual Brayton) cycle; description and analysis.
Regenerative, Inter-cooling and reheating in gas turbine cycles.
Introduction to Jet Propulsion cycles.
Problems on Brayton cycle
Problems on Actual Brayton cycle
CFD Analysis of Exhaust Manifold of SI Engine and Comparison of Back Pressure...IOSRJMCE
Exhaust manifold is one of the most critical components of an IC Engine. The functioning of exhaust manifold is complex and is dependent on many parameters viz. back pressure, exhaust velocity, scavenging etc. In the present work, the performance of a four-stroke four cylinder gasoline engine exhaust manifold have been analysed using three different fuels - gasoline, alcohol, and LPG for the estimation of flow characteristics, thermal characteristics, and minimum back pressure. The manifold modelling is done in Creo2.0 followed by meshing and analysis in ANSYS. The LPG fuel gives minimum back pressure, temperature and velocity being approximately in the same range for all three fuels viz. gasoline, alcohol and LPG. Thus, LPG can be considered as a suitable alternative for gasoline in terms of minimum back flow in manifold.
FABRICATION AND IMPLIMENTATION OF TUEBOCHARGER ON TWO STROKE VEHICLEijiert bestjournal
In present situation everybody in this world needs to ride a high powered,high fuel efficient and less emission two wheelers. In order to meet the requirements of the people an attempt have been made this in this proje ct to increase the power by using the exhaust gas of the engine by passing this gas o n to turbine compressor arrangement. This compressor compresses the fresh a ir and is sent to the carburetor. Now a days the demand of the fuel is increased beca use of turbocharger is important to increase the performance and the fuel efficiency is increased by using turbocharger.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
Performance analysis of ic engine using supercharger and turbocharger a revieweSAT Journals
Abstract
There are many inventions aimed at increasing the performance of IC engines. So most engines nowdays are employed with
turbocharger and supercharger. It is known that the power outputs of an engine increases with the increase in amount of air or
mixture in the cylinder and supercharger plays an important role in increasing the amount or air. Turbochargers are used
throughout the automotive industry as they can enhance the output of an internal combustion (IC) engine without the need to
increase its cylinder capacity. The emphasis today is to provide a feasible engineering solution to manufacturing economics and
“Greener” road vehicles. It is because of these reasons that superchargers and turbochargers are now becoming more and more
popular in automobile applications. The aim of this paper is to provide a review on the techniques used in supercharging and
turbocharging to increase the engine output and reduce the exhaust emission levels.
Keywords: IC Engine, Supercharger, Turbocharger.
PERFORMANCE ANALYSIS OF A COMBINED CYCLE GAS TURBINE UNDER VARYING OPERATING ...meijjournal
The combined cycle gas turbine integrates the Brayton cycle as topping cycle and the steam turbine
Rankine cycle as bottoming cycle in order to achieve higher thermal efficiency and proper utilization of
energy by minimizing the energy loss to a minimum. In this work, the effect of various operating
parameters such as maximum temperature and pressure of Rankine cycle, turbine inlet temperature and
pressure ratio of Brayton cycle on the net output work and thermal efficiency of the combine cycle are
investigated. The outcome of this work can be utilized in order to facilitate the design of a combined cycle
with higher efficiency and output work. A MATLAB simulation has been carried out to study the effects and
influences of the above mentioned parameters on the efficiency and work output.
The CFD Analysis of Turbulence Characteristics in Combustion Chamber with Non...IOSR Journals
Abstract : Co-Axial jets have applications in areas where the mixing of two fluid jets are necessary, the two
fluid jets can be effectively mixed by producing the turbulence flow. Turbulence is a chaotic behavior of the fluid
particles that comes in to picture when the inertia force of the flow dominates the viscous force and it is
characterized by the Reynolds Number. Co-axial jets are effective in producing the turbulence. In the present
study the free compressible turbulent coaxial jet problem will be computed using CFD, and compare with
different non circular coaxial jets based on constant hydraulic diameter and mass flow rate. Turbulence
characteristics of combustion chamber with circular coaxial and non circular coaxial jets are determined and
compared.
Keywords: Coaxial Jet, Turbulence Modeling, Fuel injector, Combustion chamber.
PHP Frameworks: I want to break free (IPC Berlin 2024)Ralf Eggert
In this presentation, we examine the challenges and limitations of relying too heavily on PHP frameworks in web development. We discuss the history of PHP and its frameworks to understand how this dependence has evolved. The focus will be on providing concrete tips and strategies to reduce reliance on these frameworks, based on real-world examples and practical considerations. The goal is to equip developers with the skills and knowledge to create more flexible and future-proof web applications. We'll explore the importance of maintaining autonomy in a rapidly changing tech landscape and how to make informed decisions in PHP development.
This talk is aimed at encouraging a more independent approach to using PHP frameworks, moving towards a more flexible and future-proof approach to PHP development.
Software Delivery At the Speed of AI: Inflectra Invests In AI-Powered QualityInflectra
In this insightful webinar, Inflectra explores how artificial intelligence (AI) is transforming software development and testing. Discover how AI-powered tools are revolutionizing every stage of the software development lifecycle (SDLC), from design and prototyping to testing, deployment, and monitoring.
Learn about:
• The Future of Testing: How AI is shifting testing towards verification, analysis, and higher-level skills, while reducing repetitive tasks.
• Test Automation: How AI-powered test case generation, optimization, and self-healing tests are making testing more efficient and effective.
• Visual Testing: Explore the emerging capabilities of AI in visual testing and how it's set to revolutionize UI verification.
• Inflectra's AI Solutions: See demonstrations of Inflectra's cutting-edge AI tools like the ChatGPT plugin and Azure Open AI platform, designed to streamline your testing process.
Whether you're a developer, tester, or QA professional, this webinar will give you valuable insights into how AI is shaping the future of software delivery.
Kubernetes & AI - Beauty and the Beast !?! @KCD Istanbul 2024Tobias Schneck
As AI technology is pushing into IT I was wondering myself, as an “infrastructure container kubernetes guy”, how get this fancy AI technology get managed from an infrastructure operational view? Is it possible to apply our lovely cloud native principals as well? What benefit’s both technologies could bring to each other?
Let me take this questions and provide you a short journey through existing deployment models and use cases for AI software. On practical examples, we discuss what cloud/on-premise strategy we may need for applying it to our own infrastructure to get it to work from an enterprise perspective. I want to give an overview about infrastructure requirements and technologies, what could be beneficial or limiting your AI use cases in an enterprise environment. An interactive Demo will give you some insides, what approaches I got already working for real.
Builder.ai Founder Sachin Dev Duggal's Strategic Approach to Create an Innova...Ramesh Iyer
In today's fast-changing business world, Companies that adapt and embrace new ideas often need help to keep up with the competition. However, fostering a culture of innovation takes much work. It takes vision, leadership and willingness to take risks in the right proportion. Sachin Dev Duggal, co-founder of Builder.ai, has perfected the art of this balance, creating a company culture where creativity and growth are nurtured at each stage.
Search and Society: Reimagining Information Access for Radical FuturesBhaskar Mitra
The field of Information retrieval (IR) is currently undergoing a transformative shift, at least partly due to the emerging applications of generative AI to information access. In this talk, we will deliberate on the sociotechnical implications of generative AI for information access. We will argue that there is both a critical necessity and an exciting opportunity for the IR community to re-center our research agendas on societal needs while dismantling the artificial separation between the work on fairness, accountability, transparency, and ethics in IR and the rest of IR research. Instead of adopting a reactionary strategy of trying to mitigate potential social harms from emerging technologies, the community should aim to proactively set the research agenda for the kinds of systems we should build inspired by diverse explicitly stated sociotechnical imaginaries. The sociotechnical imaginaries that underpin the design and development of information access technologies needs to be explicitly articulated, and we need to develop theories of change in context of these diverse perspectives. Our guiding future imaginaries must be informed by other academic fields, such as democratic theory and critical theory, and should be co-developed with social science scholars, legal scholars, civil rights and social justice activists, and artists, among others.
Dev Dives: Train smarter, not harder – active learning and UiPath LLMs for do...UiPathCommunity
💥 Speed, accuracy, and scaling – discover the superpowers of GenAI in action with UiPath Document Understanding and Communications Mining™:
See how to accelerate model training and optimize model performance with active learning
Learn about the latest enhancements to out-of-the-box document processing – with little to no training required
Get an exclusive demo of the new family of UiPath LLMs – GenAI models specialized for processing different types of documents and messages
This is a hands-on session specifically designed for automation developers and AI enthusiasts seeking to enhance their knowledge in leveraging the latest intelligent document processing capabilities offered by UiPath.
Speakers:
👨🏫 Andras Palfi, Senior Product Manager, UiPath
👩🏫 Lenka Dulovicova, Product Program Manager, UiPath
The Art of the Pitch: WordPress Relationships and SalesLaura Byrne
Clients don’t know what they don’t know. What web solutions are right for them? How does WordPress come into the picture? How do you make sure you understand scope and timeline? What do you do if sometime changes?
All these questions and more will be explored as we talk about matching clients’ needs with what your agency offers without pulling teeth or pulling your hair out. Practical tips, and strategies for successful relationship building that leads to closing the deal.
Smart TV Buyer Insights Survey 2024 by 91mobiles.pdf91mobiles
91mobiles recently conducted a Smart TV Buyer Insights Survey in which we asked over 3,000 respondents about the TV they own, aspects they look at on a new TV, and their TV buying preferences.
UiPath Test Automation using UiPath Test Suite series, part 3DianaGray10
Welcome to UiPath Test Automation using UiPath Test Suite series part 3. In this session, we will cover desktop automation along with UI automation.
Topics covered:
UI automation Introduction,
UI automation Sample
Desktop automation flow
Pradeep Chinnala, Senior Consultant Automation Developer @WonderBotz and UiPath MVP
Deepak Rai, Automation Practice Lead, Boundaryless Group and UiPath MVP
Let's dive deeper into the world of ODC! Ricardo Alves (OutSystems) will join us to tell all about the new Data Fabric. After that, Sezen de Bruijn (OutSystems) will get into the details on how to best design a sturdy architecture within ODC.
1. IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)
e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 12, Issue 4 Ver. III (Jul. - Aug. 2015), PP 22-29
www.iosrjournals.org
DOI: 10.9790/1684-12432229 www.iosrjournals.org 22 | Page
Turbocharging of Diesel Engine for Improving Performance and
Exhaust Emissions: A Review
Mohd Muqeem1
, Dr. Mukhtar Ahmad2
, Dr. A.F. Sherwani3
1
Research Scholar (PhD), 2
Professor, 3
Assistant Professor, Department of Mechanical Engineering, Faculty of
Engineering and Technology, Jamia Millia Islamia, New Delhi, India
Abstract: Turbochargers are used throughout the automotive industry to enhance the output of an internal
combustion engine without increasing the cylinder capacity. The application of such a mechanical device
enables automotive manufacturers to adopt smaller displacement engines, commonly known as engine
downsizing. Turbochargers were often used to increase the potential of an already powerful IC engine, e.g.
those used in motorsport. The emphasis today is to provide a feasible engineering solution to manufacturing
economics and “greener” road vehicles. It is because of these reasons that turbochargers are now becoming
much more popular in automotive industry applications. The aim of this paper is to provide a review on the
current techniques used in turbocharging to improve the engine efficiency and exhaust emissions as much as
possible.
Keywords: Engine Performance, Exhaust Emission, Supercharger, Turbocharger, Volumetric Efficiency.
I. Introduction
Turbochargers were originally known as turbosuperchargers when all forced induction devices were
classified as superchargers. Nowadays the term "supercharger" is usually applied to only mechanically driven
forced induction devices. The key difference between a turbocharger and a conventional supercharger is that the
latter is mechanically driven by the engine, often through a belt connected to the crankshaft, whereas a
turbocharger is powered by a turbine driven by the engine's exhaust gas. Compared to a mechanically driven
supercharger, turbochargers tend to be more efficient. Turbochargers are commonly used on truck, car, train,
aircraft, and construction equipment engines [1] [2].
1.1 Operating Principle
In normally aspirated piston engines, intake gases are pushed into the engine by atmospheric pressure
filling the volumetric void caused by the downward stroke of the piston (which creates a low-pressure area),
similar to drawing liquid using a syringe. The amount of air actually sucked, compared to the theoretical amount
if the engine could maintain atmospheric pressure, is called volumetric efficiency. The objective of a
turbocharger is to improve an engine's volumetric efficiency by increasing density of the intake gas (usually air).
The turbocharger's compressor draws in ambient air and compresses it before it enters into the intake
manifold at increased pressure. This results in a greater mass of air entering the cylinders on each intake stroke.
The power needed to spin the centrifugal compressor is derived from the kinetic energy of the engine's exhaust
gases. The pressure volume diagram shows the extra work done by turbocharging the diesel engine [1-9].
Fig 1: Pressure volume diagram of diesel engine with turbocharging [2]
II. Current Status Of Turbocharger Researches
Turbochargers are widely used in the automotive industry to enhance the volumetric efficiency and
reduce the exhaust emissions. Researchers are continuously doing advancements in the turbocharging
technology to improve its efficiency and reduce the exhaust emissions of automotive to meet the environmental
related rules laid down by the government of different nations. A review of novel turbocharger concepts for
enhancements in efficiency by many researchers is done in the following sub-headings.
2. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 23 | Page
2.1 Impact of Turbocharger Non-Adiabatic Operation on Engine Volumetric Efficiency and Turbo Lag
Shaaban et al [10] studied that turbocharger performance significantly affects the thermodynamic
properties of the working fluid at engine boundaries and hence engine performance. Heat transfer takes place
under all circumstances during turbocharger operation. This heat transfer affects the power produced by the
turbine, the power consumed by the compressor and the engine volumetric efficiency. Therefore, non-adiabatic
turbocharger performance can restrict the engine charging process and hence engine performance. Author’s
research work investigated the effect of turbocharger non-adiabatic performance on the engine charging process
and turbo lag. Two passenger car turbochargers were experimentally and theoretically investigated. The effect
of turbine casing insulation was also explored. The research investigation shows that thermal energy is
transferred to the compressor under all circumstances. At high rotational speeds, thermal energy is first
transferred to the compressor and latter from the compressor to the ambient. Therefore, the compressor appears
to be adiabatic at high rotational speeds despite the complex heat transfer processes inside the compressor. A
tangible effect of turbocharger non-adiabatic performance on the charging process is identified at turbocharger
part load operation. The turbine power is the most affected operating parameter, followed by the engine
volumetric efficiency. Insulating the turbine is recommended for reducing the turbine size and the turbo lag.
Turbocharger performance significantly affects the overall performance of turbocharged engines. Turbocharger
operation involves heat transfer under all circumstances. Even if the turbocharger casing is well insulated, heat
transfer takes place from the turbine to the lubricating oil [11-13] or from the oil to the compressor at low
rotational speeds. Malobabic et al [14] reported that the turbocharger will operate at a considerably lower speed
due to non-adiabatic operation which in turn influences the charging process. Non-adiabatic turbocharger
operation can also increase the turbo lag because the time required to accelerate the turbocharger from angular
velocity ω1 to ω2 is given by
……………….. (1)
Turbo lag increases if the actual non-adiabatic turbocharger operation involves a decrease in the turbine
power and an increase of the compressor power. Moreover, the turbo lag decreases if the turbine can produce
the same power at smaller size (smaller rotor inertia). Rakopoulos et al [15] reported that turbocharger lag is the
most notable off-design feature of diesel engine transient operation that significantly differentiates the torque
pattern from the respective steady state conditions. It is difficult to measure the non-adiabatic turbine and
compressor actual power due to heat transfer between the turbocharger components as well as between the
turbocharger and the ambient. The high exhaust gas temperature, the very high rotational speed and the shaft
motion associated with the use of the sliding hydraulic bearing are some factors that increase the difficulty of
measuring the compressor torque under non-adiabatic operating conditions. Therefore, non-adiabatic
turbocharger operation is investigated using either thermodynamic models or CFD simulation.
Rautenberg and Kammer [16] modeled the non-adiabatic compressor performance by decomposing the
amount of thermal energy transfer to the compressor into three portions. The first portion takes place before the
impeller, the second portion takes place during the compression process in the impeller and the third portion
takes place after the impeller. Hagelstein et al [17] simplified the model of Rautenberg and Kammer [16] and
decomposed the amount of thermal energy transfer to the compressor into two portions only. The first portion
takes place before the compressor impeller, while the second portion takes place after the compressor. They
considered the compression process in the impeller to be adiabatic. Cormerais et al [18] experimentally and
analytically investigated the process of heat transfer inside the turbocharger. Galindo et al. [19] presented an
analytical study of a two stage turbocharging with inter and after cooler. They considered the amount of thermal
energy transfer in the turbine side before gas expansion in the turbine. Bohn et al. [20–21] performed 3D
conjugate calculation for a passenger car turbocharger. Eriksson et al. [22] modeled a spark ignition
turbocharged engine with intercooler. They neglect the effect of heat transfer in the turbocharger. Serrano et al.
[23] presented a model of turbocharger radial turbines by assuming that the process undergone by the gas in the
turbine is adiabatic but irreversible. Most of the previous publications concern with the amount of thermal
energy exchange between the turbocharger components or even assume the turbocharger to be adiabatic. These
investigations are important for engine modeling programs. Shaaban et al [10] investigated the probable effect
of actual turbocharger non-adiabatic operation on engine volumetric efficiency and turbo lag. They modeled and
estimated the actual turbine and compressor power under real non-adiabatic operating conditions. They also
explored the increase in compressed air temperature due to thermal energy transfer to the compressor and
estimated its subsequent effect on engine volumetric efficiency. Experimental investigations were performed on
the small combustion chamber test rig of the University of Hanover as shown in figure 2.
3. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 24 | Page
Fig 2: Schematic of the small combustion chamber test rig [10]
The research investigated the effect of non-adiabatic turbocharger performance on engine volumetric
efficiency and turbo lag. Thermostat significant effect of turbocharger non-adiabatic performance on turbo lag is
identified at the turbine. Experimental data show 55% decrease of the turbine actual power at 60000 rpm due to
thermal energy transfer from the turbine. Experimental data also show that insulating the turbine significantly
improves the non-adiabatic turbine performance. It is therefore recommended to insulate the turbine and provide
compressor cooling in order to improve the turbocharger non-adiabatic performance and hence the engine
performance. Experimental data also show that insulating the turbine results in 2.4% increase of the exhaust gas
temperature at turbine exit.
2.2 Effect of Variable Geometry Turbocharger
Cheong et al [24] studied the effect of variable geometry turbocharger on HSDI diesel engine. Power
boosting technology of a High Speed Direct Injection (HSDI) Diesel engine without increasing the engine size
has been developed along with the evolution of a fuel injection system and turbocharger. Most of the
turbochargers used on HSDI Diesel engines have been a waste-gated type. Recently, the Variable Geometry
Turbocharger (VGT) with adjustable nozzle vanes is increasingly used, especially for a passenger car in
European market. Cheong et al described the first part of the experimental investigation that has been
undertaken on the use of VGT, in order to improve full load performance of a prototype 2.5 liter DI Diesel
engine, equipped with a common rail system and 4 valves per cylinder. The full load performance result with
VGT was compared with the case of a mechanically controlled waste-gated turbocharger, so that the potential
for a higher Brake Mean Effective Pressure (BMEP) is confirmed. Within the same limitation of a maximum
cylinder pressure and exhaust smoke level, the low speed torque could be enhanced by about 44% at maximum.
In power boosting of engines, the application of conventional turbochargers could realize only a limited
improvement because it is effective in a narrow flow range. Charging effect of a conventional turbocharger is
too poor in a low flow range below the matching point to realize a high power output at a low engine speed
region.The waste-gated turbochargers that bypass some portion of an exhaust gas were generally used for
boosting high speed Diesel engines. But, recently, VGT (Variable GeometryTurbocharger) is increasingly used
in HSDI Diesel engines, which makes it possible to raise the boost pressure even at lower engine speeds,
together with the reduction of pumping losses at higher engine speeds, compared with a waste-gated
turbocharger. In his study, aVGT was applied to an HSDI Diesel engine, and the improvement of a full load
performance over the case with a mechanically controlled waste-gated turbocharger was confirmed. The test
engine was a prototype 2.5 liter direct injection diesel engine, equipped with a common rail fuel injection
system with a maximum rail pressure of 1350 bar and 4 valves per cylinder. The VGT tested in this study was a
Variable Nozzle Turbine (VNT) type, and the vane angle of the turbine nozzle can be varied, as shown in Fig. 3.
4. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 25 | Page
Fig 3: Schematic diagram of VGT [24]
Cheong et al found that with the use of the VGT, it was possible to increase the charge air mass by
about 10 ~ 20 % at a low speed range. As a result of this, the exhaust smoke was reduced and the fuel
consumption was improved with the same fuel delivery and start timing of injection. At low speed, over 40 % of
additional torque increase was observed within the same exhaust smoke, the cylinder pressure, and the exhaust
gas temperature limit, by adjusting the boost pressure and fuel delivery with the VGT. In the medium engine
speed range, there was a marginal gain in the fuel consumption for the VGT, with the same fuel delivery. When
the boost pressure and fuel delivery were increased, more torque could be achieved with the expense of the
deterioration in fuel consumption. This is because the injection timing should be retarded not to exceed the
maximum cylinder pressure limit. At high engine speed, with the same fuel delivery, the rated power can be
enhanced by 3.5 %, mainly caused by the reduction of pumping loss. However, within the same boundary
conditions, the power increase for the VGT could reach about 7.9 %. Cheong concluded that the application of
VGT could provide HSDI Diesel engines with a great potential for full load performance, especially at low
engine speed.
2.3 Availability analysis of a turbocharged diesel engine operating under transient load conditions
Rakopoulos and Giakoumis [25] had done the availability analysis of a turbocharged diesel engine
operating under transient load conditions. A computer analysis was developed for studying the energy and
availability performance of a turbocharged diesel engine, operating under transient load conditions. The model
incorporates many novel features for the simulation of transient operation, such as detailed analysis of
mechanical friction, separate consideration for the processes of each cylinder during a cycle (multi-cylinder
model) and mathematical modeling of the fuel pump. This model was validated against experimental data taken
from a turbocharged diesel engine, located at the authors’ laboratory and operated under transient conditions.
The availability terms for the diesel engine and its subsystems were analyzed, i.e. cylinder for both, the open
and closed parts of the cycle, inlet and exhaust manifolds, turbocharger and aftercooler. The analysis revealed
how the availability properties of the diesel engine and its subsystems develop during the evolution of the
engine cycles, assessing the importance of each property. In particular the irreversibilities term, which was
absent from any analysis based solely on the first-law of thermodynamics, was given in detail as regards
transient response as well as the rate and cumulative terms during a cycle, revealing the magnitude of
contribution of all the subsystems to the total availability destruction.
The experimental investigation was carried out on a 6-cylinder, IDI (indirect injection), turbocharged
and aftercooled, medium-high speed diesel engine of marine duty coupled to a hydraulic brake, located at the
authors’ laboratory. A high-speed data acquisition system was setup for measuring engine and turbocharger
variables performance, under both steady-state and transient operation. The transient behavior of the engine was
predicted adequately by the developed code, despite the long non-linear brake loading times and the IDI nature
of the engine. From the experimental data it was concluded that the availability term for the heat loss to the
cylinder walls increases substantially during the transient event (increased potential for work recovery), but the
reduced term returns to the initial value after a peak in the middle of the transient event. The availability of the
exhaust gases from the cylinder increase significantly after an increase in load (increased potential for work
recovery). Cylinder irreversibilities decrease, proportionally, after a ramp increase in load due to the subsequent
increase in fueling, while combustion irreversibilities account for at least 95% of the total cylinder ones. Every
operating parameter that can decrease the amount of combustion irreversibilities (e.g. greater cylinder wall
temperature) was favorable according to second-law and can lead to increased piston work. Exhaust manifold
irreversibilities increase significantly during a load increase, reaching as high as 15% of the total ones,
highlighting another process which needs to be studied for possible efficiency improvement. This increased
amount of irreversibilities arises mainly from the greater pressures and temperatures due to turbocharging,
which have already lowered the reduced magnitude of combustion irreversibilities. The inlet manifold
5. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 26 | Page
irreversibilities, on the other hand, were of lesser and decreasing importance during the transient event.
Turbocharger irreversibilities, though only a fraction of the (dominant) combustion ones, not negligible, while
the intercooler irreversibilities steadily remain of lesser importance (less than 0.5% of the total ones) during a
load change.
Fig 4: Development in the cumulative (J) availability terms of diesel engine and its subsystems, at the initial and
final steady-state conditions. [25]
2.4 Effect Of Intercooler On Turbocharged Diesel Engine Performance
Increased air pressure outlet compressor can result in an excessively hot intake charge, significantly
reducing the performance gains of turbo charging due to decreased density. Passing charge through an
intercooler reduces its temperature, allowing a greater volume of air to be admitted to an engine. Intercoolers
have a key role in controlling the cylinder combustion temperature in a turbocharged engine. Naser et al [26]
through their own worked out programmed code in MATLAB presented the effect of intercooler (as a heat
exchange device air-to-liquid with three different sizes and overall heat transfer coefficient and one base) at a
multi-cylinder engine performance for operation at a constant speed of 1600 RPM. They presented the
simulation predictions of temperature and pressure in cylinder for three types of intercoolers. Also they
presented the pressure and temperature in intake, exhaust manifold and other performance. From the
experimental data, the authors concluded that the maximal temperature in engine cylinder was decreasing from
1665.6 K at SU =1000 to 1659.2 K at SU=1600. Also intercooler performance was increased by increasing the
design parameters. Intercooler efficiency was 0.92% at SU =1000 and 0.98% at SU=1600.
Canli et al [27] also studied the intercooling effect on power output of an internal combustion engine.
In his study, a diesel engine was considered and it was evaluated whether it was equipped with either a
turbocharger or both a turbocharger and a super intercooler. Using thermodynamics laws and expressions, the
power output of the engine was analytically examined by changing intercooling features such as pressure drop
values and engine revolution at full load. Results were presented and interpreted as power (kW) and downsizing
of the engine volume values (m3
). In this study Canli et al concluded that engine power can be increased to
154% by ideal intercooler while single turbocharger without intercooler can only increase 65% engine power
output. The power output of engine at different RPM is shown in the graph below.
6. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 27 | Page
Fig 5: Power output values of the engine due to supercharging, N.A. Naturally aspirated engine, T.C. Engine
with turbocharger and without intercooler, T.C.I. Engine with turbocharger and intercooler, T.C.I.3 Engine with
turbocharger and intercooler and 3 percent pressure drop, T.C.I.10 Engine with turbocharger and intercooler and
10 percent pressure drop [27]
2.5 Increase in Low Speed Response of an IC Engine using a Twin-entry Turbocharger
Turbochargers have been extensively used for engine downsizing practices as they can largely enhance
the engines power and torque output without the need of increasing the swept volume of each cylinder.
However, for turbocharged downsized diesel engines, the slower response of the turbine at low engine speeds,
typically in a range of 1000 – 3000 RPM, appears to be a common problem. Various solutions have been
proposed and studied, including variable geometry turbochargers (VGT), two-stage turbocharger and turbo-
compounding methods. Both Arnold [28] and Hawley [29] observed that adopting a narrow vane angle within a
VGT turbine housing at low engine speeds increases exhaust flow to the impeller, thus improving the boost
performance of the compressor. Chadwell and Walls [30] suggested a new technology known as a Super Turbo
to overcome the slow response of a turbocharger at low engine RPM. This type of turbocharger can be coupled
to a continuously variable transmission (CVT) which is directly run via the crankshaft of the engine, thus
allowing the turbocharger to act as a supercharger boosting device at lower engine speeds. Similar increases in
performance using turbo-compounding methods are observed by Ishii [31] and Petitjean et al [32]. Two-stage
turbocharging as discussed by Watel et al [33] uses high and low pressure turbochargers working in series to
overcome the effects of reduced exhaust pressure encountered at low engine speeds. One method which has not
been fully researched is the application of a twin-entry turbocharger with two turbine inlet ports. This
arrangement may lead to an improved engine response at lower engine speeds, primarily due to the separated
inlet port arrangement, thus avoiding the interactions between the differently pulsed exhaust gases in the
manifold, and enhancing the energy transfer from exhaust gas to the turbine impeller. In contrast to a single-
entry turbocharger, a twin-entry turbine housing (as shown in figure 6) will better utilize the energy of the
pulsating exhaust gas to boost the turbine performance which directly increases the rotational speed of the
compressor impeller. For example, a four cylinder engine with a 1-3-4-2 firing order equipped with a single-
entry turbocharger and 4 into 1 exhaust manifold will produce the following conditions: at the end of the
exhaust stroke in cylinder 1 (i.e. when the piston is approaching the top dead centre (TDC)), the momentum of
the exhaust gas flowing into the manifold will scavenge the burnt gas out ofthe cylinder. In the meantime in
cylinder 2, the exhaust valve is already open allowing for exhaust gas to enter the manifold as well. This means
that the exhaust gas from cylinder 2 will influence the flow of exhaust gas from cylinder 1, thus affecting the
energy transfer to the turbine [34]. One solution to this problem is to adopt a twin-entry turbocharger with a
split-pulse manifold that keeps the differently pulsed exhaust gasses separate, thus allowing the majority of the
pulsating energy of the exhaust gas to be used by the impeller. This is not only more practical and economical
but also provides a potential for improvement in the reduction of gaseous emissions. Twin-entry turbochargers
have now been used in industry for large-size engines, but limited research has been undertaken for medium-
sized engines. Therefore more studies are necessary to provide further insight into the key benefits, or otherwise,
of adopting a twin-entry turbocharger as studied by Kusztelan et al [35].
7. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 28 | Page
Fig 6: Turbocharger cut-away highlighting the twin-entry volute geometry, allowing differently pulsed exhaust
gases to remain separate [35]
Kusztelan et al, through the AVL Boost engine simulation code,demonstrated potential performance
improvements on a variety of engines due to the adoption of a twin-entry turbocharger with a corresponding
split-pulse manifold. The results for the 1.5L DCi Renault engine show that the application of a twin entry
volute design enhances the performance of the engine when operating during low RPM conditions, the most
effectiveness being observed from 1500-3000 RPM showing a maximum 27.65% increase in turbine shaft speed
and amaximum 4.2% increase in BMEP. Both engine torque and power performance also increased by 5.55% at
2000 RPM resulting in an average performance increase of 4% during the 1000 – 3500 engine RPM range. The
addition of the extra torque and power was more beneficial during low engine speeds as the turbocharger delay
time would be reduced making the engine more responsive to driver input. The“drivability” of the vehicle has
therefore also improved. Figure 7 shows the increment in the engine power output of a 2.0L CI engine using a
twin-entry turbocharger.
Fig 7: Increased engine power output of a 2.0L CI engine using a twin-entry
Turbocharger [35]
III. Conclusion
The literature review study presented in this paper provides a general outline of the advancements in
the turbocharging technology to enhance the engine performance. In last two decades various new
advancements are done to improve the power output of an engine and to reduce its emissions by making some
changes and installing some additional accessories like intercooler in the turbocharging technology. This will
carry on in the future because in coming days there will be an increment in the demand of fuel efficient engines
with more power and minimum emissions and this is possible with continuous advancements in turbocharging
technology.
8. Turbocharging of Diesel Engine for Improving Performance and Exhaust …
DOI: 10.9790/1684-12432229 www.iosrjournals.org 29 | Page
References
[1]. John B. Heywood, “Internal Combustion Engine Fundamentals”, McGraw-Hill series in mechanical engineering.
[2]. M L Mathur, R P Sharma, “Internal Combustion Engine”, II Edition, Dhanpat Rai Publications.
[3]. Willard W Pulkrabek, “Engineering Fundamentals of the Internal Combustion Engine”, PHI Learning, 2012.
[4]. Frederick Remsen Hutton, “The Gas-Engine- A Treatise on the Internal-Combustion Engine Using Gas, Gasoline, Kerosene or
Other Hydrocarbon as Source of Energy”, Paperback, Nabu Press, 2010.
[5]. Wallace Ludwig Lind, “Internal-Combustion Engines: Their Principles and Applications to Automobile, Aircraft, and Marine
Purposes”, Paperback, Nabu Press, 2009.
[6]. Carpenter Rolla C, “Internal Combustion Engines, Their Theory, Construction and Operation”, Paperback, Hardpress Publishing,
2011.
[7]. John Kennedy Barton, “Internal Combustion Engines: An Elementary Treatise on Gas, Gasoline and Oil Engines for the Instruction
of Midshipmen at the U. Naval Academy”, Paperback, Nabu Press
[8]. Carl VilhelmAskling , “Internal Combustion Engines and Gas-Producers”, Paperback, Nabu Press
[9]. General Motors Corporation, “A power primer: An introduction to the internalcombustion engine”, Primary Source Edition,
Paperback, Nabu Press
[10]. S. Shaaban, J. Seume, “Impact of Turbocharger Non-Adiabatic Operation on Engine volumetric Efficiency and Turbo Lag”,
Hindawi Publishing Corporation, International Journal of Rotating Machinery, Volume 2012, Article ID 625453, 11 pages
doi:10.1155/2012/625453
[11]. K S Chapman, R Naguru, and J Shultz, “Simplified methodology to correct turbocharger field measurements for heat transfer and
other effects,” Final Report for Gas Research Institute GRI-02/0156, 2002.
[12]. S Shaaban, “Experimental investigation and extended simulation of turbocharger non-adiabatic performance”, Ph.D. dissertation,
University of Hanover, Hannover, Germany, 2004.
[13]. S Shaaban and J R Seume, “Analysis of turbocharger non-adiabatic performance”, Proceedings of the 8th International Conference
on Turbochargers and Turbocharging, C647/027, pp. 119–130, London, UK, May 2006.
[14]. M Malobabic, A Mobarak, M Rautenberg, “Influence of heat transfer between turbine and compressor on the performance of small
turbochargers”, Proceedings of the International Gas Turbine Congress (GTSJ 83), pp. 566–574, Tokyo, Japan, 1983.
[15]. C D Rakopoulos, A M Dimaratos, E G Giakoumis, and D C Rakopoulos, “Evaluation of the effect of engine, load and turbocharger
parameters on transient emissions of diesel engine”, Energy Conversion and Management, vol. 50, no. 9, pp. 2381–2393, 2009.
[16]. M Rautenberg and N Kammer, “On the thermodynamics of non-adiabatic compression and expansion processes in turbomachines”,
Proceedings of the 5th International Conference forMechanical Power Engineering, Cairo, Egypt, October 1984.
[17]. D. Hagelstein, B. Beyer, J. Seume, H. Haseman, and M. Rautenberg, “Heuristical view on the non-adiabatic coupling system of
combustion engine and turbocharger”, Proceedings of the IMechE International Conference on Turbocharging and Turbochargers,
London, UK, 2002.
[18]. M. Cormerais, P. Chesse, and J. F. Hetet, “Turbocharger heat transfer modeling under steady and transient conditions”,
International Journal of Thermodynamics, vol. 12, no. 4, pp.193–202, 2009.
[19]. J. Galindo, J. R. Serrano, H. Climent, and O. Varnier, “Impact of two-stage turbocharging architectures on pumping losses of
automotive engines based on an analytical model”, Energy Conversion and Management, vol. 51, no. 10, pp. 1958–1969, 2010.
[20]. D. Bohn, T. Heuer, and K. Kusterer, “Conjugate flow and heat transfer investigation of a turbocharger: part I: numerical results”,
Proceedings of the ASME Turbo Expo, Paper no. GT2003-38445, pp. 16–19, Atlanta, Ga, USA, June 2003.
[21]. D. Bohn, T. Heuer, and K. Kusterer, “Conjugate flow and heat transfer investigation of a turbocharger: part II: experimental
results”, Proceedings of the ASME Turbo Expo, Paper no.GT2003-38449, Atlanta, Ga, USA, June 2003.
[22]. L. Eriksson, L. Nielsen, J. Brugard, J. Bergstrom, F. Pettersson, and P. Andersson, “Modeling of a turbocharged SI engine”,
Annual Reviews in Control, vol. 26, pp. 129–137, 2002.
[23]. J. R. Serrano, F. J. Arnau, V. Dolz, A. Tiseira, and C. Cervell, “A model of turbocharger radial turbines appropriate to be used in
zero- and one-dimensional gas dynamics codes for internal combustion engines modelling”, Energy Conversion and Management,
vol. 49, no. 12, pp. 3729–3745, 2008.
[24]. Jaehoon Cheong, Sunghwan Cho and Changho Kim, “Effect of Variable Geometry Turbocharger on HSDI Diesel Engine”, Seoul
2000 FISITA World Automotive Congress 2000A122 June 12-15, 2000, Seoul, Korea
[25]. C.D. Rakopoulos, E.G. Giakoumis, “Availability analysis of a turbocharged diesel engine operating under transient load
conditions”, Energy 29 (2004) 1085–1104, Elsevier Ltd.
[26]. Naser B. Lajqi, Bashkim I. Baxhaku and Shpetim B. Lajqi, “Effect of Intercooler on Turbocharged Diesel Engine Performance”
13th International Research/Expert Conference, Trends in the Development of Machinery and Associated Technology” TMT 2009,
Hammamet, Tunisia, October 2009.
[27]. Eyub Canli, SelcukDarici and Muammer Ozgoren “Intercooler Effect on Conventional Supercharging Systems” International
Scientific Conference, 19-20 November, 2010, Gabrovo.
[28]. Arnold D, “Turbocharging Technologies to Meet Critical Performance Demands of Ultra-Low Emissions Diesel Engines”, SAE
International Technical Paper Series, 2004-01-1359, 2004.
[29]. Hawley J., Wallace F., Cox A., Horrocks R. and Bird G, “Variable geometry turbocharging for lower emissions and improved
torque characteristics”, Proceedings of the Institution of Mechanical Engineers, Part D: J. of Automobile Engineering; 213(2): 145-
159, 1999.
[30]. Chadwell C.J. and Walls M, “Analysis of a Super Turbocharged Downsized Engine Using 1-D CFD Simulation”, SAE International
Technical Paper Series, 2010-01- 1231,2010.
[31]. Ishii M., “System Optimization of a Turbo-Compound Engine”, SAE International Technical Paper Series, 2009-01- 1940, 2009.
[32]. Petitjean D., Bernardini L., Middlemass C. and Shahed S.M., “Advanced gasoline engine turbocharging technology for fuel
economy improvements”, SAE International Technical Paper Series, 2004-01-0988, 2004.
[33]. Watel E., Pagot A., Pacaud P, and Schmitt J, “Matching and Evaluating Methods for Euro 6 and Efficient Two-stage Turbocharging
Diesel Engine”, SAE International Technical Paper Series, 2010-01-1229, 2010.
[34]. Aghaali H. and Hajilouy-Benisi A., “Experimental modelling of twin-entry radial turbine”, Iranian Journal of Science &
Technology, Transaction B, Engineering, Vol.32, No.B6, pp. 571-584, 2008.
[35]. A. Kusztelan, D. Marchant, Y. Yao, Y. Wang and S. Selcuk, A. Gaikwad, “Increases in Low Speed Response of an IC Engine using
a Twin-entry Turbocharger”, Proceedings of the World Congress on Engineering 2012 Vol III WCE 2012, July 4 - 6, 2012, London,
U.K.