TURBO SUPERCHARGER

MADE BY ASHOK KUMAR

ROLL NO. 1212366
ME - A

ABOUT INDIAN RAILWAYS

Indian Railways is an Indianstate-ownedenterprise,
owned and operated by theGovernment of Indiathrough
theMinistry of Railways. It is one of the world's largest
railway networks comprising 115,000km (71,000mi) of
track over a route of 65,436km (40,660mi) and 7,172
stations.In 201314, IR carried 8,425 million passengers
annually or more than 23 million passengers daily (roughly
half of which were suburban passengers) and 1050.18
million tons of freight in the year. In 20132014 Indian
Railways had revenues of1441.67 billion(US$23billion)
which consists of940.0 billion(US$15billion) from freight
and375.0 billion(US$6.1billion) from passengers tickets.

LOCOMOTIVES
LocomotivesinIndiaconsist
ofelectricanddiesel locomotives.
Biodiesel
locomotives are also being used on experimental basis. [26]Steam locomotives
are no longer used, except inheritage trains. InIndia,locomotivesare
classified according to theirtrack gauge, motive power, the work they are
suited for and their power or model number. The class name includes this
information about the locomotive. It comprises 4 or 5 letters. The first letter
denotes the track gauge. The second letter denotes their motive power (Diesel
or Alternating - on Electric) and the third letter denotes the kind of traffic for
which they are suited (goods, passenger, Multi or shunting). The fourth letter
used to denote locomotives' chronological model number. However, from 2002
a new classification scheme has been adopted. Under this system, fornewer
diesellocomotives, the fourth letter will denote theirhorsepowerrange.
Electric locomotives don't come under this scheme and even all diesel locos
are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally
denotes a technical variant or subclass or subtype. This fifth letter indicates
some smaller variation in the basic model or series, perhaps different motors,
or a different manufacturer.

TURBO SUPERCHARGER
Aturbocharger,
orturbo(colloquialism),
from
Greek
""
("wake"),(also from Latin "turbo" ("spinning top"),) is aturbine-driven
forced inductiondevice that increases an engine's efficiency and power by
forcing extra air into the combustion chamber. This improvement over a
naturally aspirated engine's output results because the turbine can force
more air, and proportionately more fuel, into the combustion chamber than
atmospheric pressure alone.
Turbochargers were originally known asturbosuperchargerswhen all
forced inductiondevices were classified as superchargers. Nowadays the
term "supercharger" is usually applied to onlymechanicallydriven forced
induction devices.[5]The key difference between a turbocharger and a
conventionalsuperchargeris that the latter is mechanically driven by the
engine, often through a belt connected to thecrankshaft, whereas a
turbocharger is powered by a turbine driven by the engine'sexhaust gas.
Compared to a mechanically driven supercharger, turbochargers tend to be
more efficient, but less responsive.Twinchargerrefers to an engine with
both a supercharger and a turbocharger.
Turbochargers are commonly used on truck, car, train, aircraft, and
construction equipment engines. They are most often used withOtto cycle
andDiesel cycleinternal combustion engines. They have also been found
useful in automotivefuel cells.

TURBOCHARGING VERSUS
SUPERCHARGING
In contrast to turbochargers, superchargers are mechanically driven by
the engine.[14]Belts, chains, shafts, and gears are common methods of
powering a supercharger, placing a mechanical load on the engine.
Another disadvantage of some superchargers is lower adiabatic
efficiency as compared to turbochargers (especially
Roots-type superchargers ). Adiabatic efficiency is a measure of a
compressor's ability to compress air without adding excess heat to
that air. Even under ideal conditions, the compression process always
results in elevated output temperature; however, more efficient
compressors produce less excess heat. Roots superchargers impart
significantly more heat to the air than turbochargers. Thus, for a given
volume and pressure of air, the turbocharged air is cooler, and as a
result denser, containing more oxygen molecules, and therefore more
potential power than the supercharged air.

Throttle lag occurs because turbochargers rely on

the buildup of exhaust gas pressure to drive the
turbine. In variable output systems such as
automobile engines, exhaust gas pressure at
idle, low engine speeds, or low throttle is usually
insufficient to drive the turbine. Only when the
engine reaches sufficient speed does the
turbine section start tospool up,or spin fast
enough to produce intake pressure above
atmospheric pressure.
A combination of an exhaust-driven turbocharger
and an engine-driven supercharger can mitigate
the weaknesses of both.[17]This technique is
calledtwincharging.

OPERATING PRINCIPLE OF TURBOCHARGER

In mostpiston engines, intake gases are "pulled" into the engine by the downward
stroke of the piston[18][19](which creates a low-pressure area), similar to drawing liquid
using a syringe. The amount of air actually inspirated, 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 theintake manifoldat increased pressure. This results in a greater mass of air
entering the cylinders on each intake stroke. The power needed to spin thecentrifugal
compressoris derived from the kinetic energy of the engine's exhaust gases.
A turbocharger may also be used to increase fuel efficiency without increasing power.
This is achieved by recovering waste energy in the exhaust and feeding it back into
the engine intake. By using this otherwise wasted energy to increase the mass of air,
it becomes easier to ensure that all fuel is burned before being vented at the start of
the exhaust stage. The increased temperature from the higher pressure gives a
higherCarnotefficiency.
The control of turbochargers is very complex and has changed dramatically over the
100-plus years of its use. Modern turbochargers can usewastegates, blow-off valves
and variable geometry, as discussed in later sections.
The reduced density of intake air is often compounded by the loss of atmospheric
density seen with elevated altitudes. Thus, a natural use of the turbocharger is with
aircraft engines. As an aircraft climbs to higher altitudes, the pressure of the
surrounding air quickly falls off. At 5,486 metres (17,999ft), the air is at half the
pressure of sea level, which means that the engine produces less than half-power at
this altitude.

Additional Technologies commonly used in

Super Charger Installations
Intercooling: When the pressure of the engine's intake air is increased, its
temperature also increases. In addition, heat soak from the hot exhaust
gases spinning the turbine may also heat the intake air. The warmer the
intake air, the less dense, and the less oxygen available for the combustion
event, which reduces volumetric efficiency. Not only does excessive intakeair temperature reduce efficiency, it also leads to engine knock, or
detonation, which is destructive to engines.Turbocharger units often make
use of anintercooler(also known as acharge air cooler), to cool down the
intake air. Intercoolers are often tested for leaks during routine servicing,
particularly in trucks where a leaking intercooler can result in a 20%
reduction in fuel economy. (Note thatintercooleris the proper term for the
air cooler between successive stages of boost, whereascharge air cooleris
the proper term for the air cooler between the boost stage(s) and the
appliance that consumes the boosted air.)
Water Injection: An alternative to intercooling is injecting water into the intake
air to reduce the temperature. This method has been used in automotive
and aircraft applications.

Air Fuel Mixture Ratio:In addition to the use of intercoolers, it is common practice
to add extra fuel to the intake air (known as "running an engine rich") for the sole
purpose of cooling. The amount of extra fuel varies, but typically reduces the airfuel ratio to between 11 and 13, instead of thestoichiometric14.7 (in petrol
engines). The extra fuel is not burned (as there is insufficient oxygen to complete
the chemical reaction), instead it undergoes a phase change from atomized
(liquid) to gas. This phase change absorbs heat, and the added mass of the extra
fuel reduces the average thermal energy of the charge and exhaust gas. Even
when acatalytic converteris used, the practice of running an engine rich
increases exhaust emissions.
Wastegate:Many turbochargers use a basic wastegate, which allows smaller
turbochargers to reduce turbocharger lag.[38]A wastegate regulates the exhaust
gas flow that enters the exhaust-side driving turbine and therefore the air intake
into the manifold and the degree of boosting. It can be controlled by a boost
pressure assisted, generally vacuum hose attachment point diaphragm (for
vacuum and positive pressure to return commonly oil contaminated waste to the
emissions system) to force the spring loaded diaphragm to stay closed until the
overboost point is sensed by the ecu or asolenoidoperated by the engines
electronic control unitor aboost controller, but most production vehicles use a
single vacuum hose attachment point spring loaded diaphragm that can alone be
pushed open, thus limiting overboost ability due to exhaust gas pressure forcing
open the wastegate.

Blow Off Valves: Turbocharged engines operating at wide open

throttle and high rpm require a large volume of air to flow
between the turbocharger and the inlet of the engine. When the
throttle is closed, compressed air flows to the throttle valve
without an exit (i.e., the air has nowhere to go).In this situation,
the surge can raise the pressure of the air to a level that can
cause damage. This is because if the pressure rises high
enough, acompressor stalloccursstored pressurized air
decompresses backward across the impeller and out the inlet.
The reverse flow back across the turbocharger makes the
turbine shaft reduce in speed more quickly than it would
naturally, possibly damaging the turbocharger.
Free Floating: A free floating turbocharger is the simplest type of
turbocharger. This configuration has no wastegate and cant
control its own boost levels. They are typically designed to attain
maximum boost at full throttle. Free floating turbochargers
produce more horsepower because they have less backpressure,
but are not driveable in performance applications without an
external wastegate.

APPLICATIONS

Petrol-powered cars: The first turbocharged passenger car was the Oldsmobile Jetfire
option on the1962-1963 F85/Cutlass, which used a turbocharger mounted to a
215cuin (3.52L) all aluminum V8. Also in 1962, Chevrolet introduced a special run of
turbochargedCorvairs, initially called the Monza Spyder (1962-1964) and later
renamed the Corsa (1965-1966), which mounted a turbocharger to its air cooled flat
six cylinder engine. This model popularized the turbocharger in North Americaand
set the stage for later turbocharged models from Porsche on the 1975-up911/930,
Saab on the 1978-1984Saab 99 Turbo, and the very popular 1978-1987
Buick Regal/T Type/Grand National. Today, turbocharging is common on both Diesel
and gasoline-powered cars. Turbocharging can increase power output for a given
capacity[41]or increase fuel efficiency by allowing a smaller displacement engine. Some
example to show it's capacities. The 'Engine of the year 2011' is an engine used in a
Fiat 500 equipped with an MHI turbocharger. This engine lost 10% weight, saving up to
30% in fuel consumption while delivering the same HP (105) as an 1.4 litre engine. The
2013 Chevrolet Cruze is available with either a 1.8 litre non-turbocharged engine or a
1.4 litre turbocharged engineboth produce the same 138 horsepower. Low pressure
turbocharging is the optimum when driving in the city, whereas high pressure
turbocharging is more for racing and driving on highways/motorways/freeways.
Diesel-powered cars: The first production turbocharger Diesel passenger car was the
Garrett-turbocharged[42]Mercedes 300SDintroduced
in
1978.[43][44]Today,
many
automotive Diesels are turbocharged, since the use of turbocharging improved
efficiency, driveability and performance of Diesel engines,[43][44]greatly increasing their
popularity. The Audi R10 with a Diesel engine even won the 24 hours race of Le Mans
in 2006, 2007 and 2008.

Motorcycles: The first example of a turbocharged bike is the 1978

KawasakiZ1R TC.[45]Several Japanese companies produced turbocharged
high performance motorcycles in the early 1980s, such as the CX500
Turbo from Honda- a transversely mounted, liquid cooled V-Twin also
available in naturally aspirated form. Since then, few turbocharged
motorcycles have been produced. This is partially due to an abundance of
larger displacement, naturally aspirated engines being available that offer
the torque and power benefits of a smaller displacement engine with
turbocharger, but do return more linear power characteristics. The Dutch
manufacturer EVA motorcycles builds a small series of turbochargedDiesel
motorcyclewith an 800cc smart CDI engine.
Truck: The first turbocharged Diesel truck was produced bySchweizer
Maschinenfabrik Saurer(Swiss Machine Works Saurer) in 1938.
Aircraft: A natural use of the turbocharger and its earliest known use
for any internal combustion engine, starting with experimental
installations in the 1920s is withaircraft engines. As an aircraft climbs
to higher altitudes the pressure of the surrounding air quickly falls off. At
5,486m(18,000ft), the air is at half the pressure of sea level and the
airframe experiences only half theaerodynamic drag. However, since the
charge in the cylinders is pushed in by this air pressure, the engine
normally produces only half-power at full throttle at this altitude. Pilots
would like to take advantage of the low drag at high altitudes to go faster,
but a naturally aspirated engine does not produce enough power at the
same altitude to do.