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PROJECT REPORT ON “TURBO CHARGER IN A SINGLE CYLINDER DIESEL ENGINE” Submitted By ABDUL SALAM.T - 090111150001 JUNAID.P.V -090111150013 KARTHIKEYAN.K - 090111150017 PRABHAKARAN.D - 090111150029 JAWAHAR RAJA.E - 100411150004 Guided By Mr. S. SIVA KUMAR M.E.
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Page 1: Turbo Charger- Project

PROJECT REPORT ON “TURBO CHARGER IN A SINGLE CYLINDER DIESEL ENGINE” Submitted By

ABDUL SALAM.T -090111150001

JUNAID.P.V -090111150013

KARTHIKEYAN.K -090111150017

PRABHAKARAN.D -090111150029

JAWAHAR RAJA.E -100411150004

Guided By

Mr. S. SIVA KUMAR M.E.

DEPARTMENT OF MECHANICAL ENGINEERING

PARK COLLEGE OF TECHNOLOGY COIMBATORE-641659

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PARK COLLEGE OF TECHNOLOGY,

COIMBATORE

BONAFIDE CERTIFICATECertificate that this report "TURBO CHARGER IN A SINGLE CYLINDER DIESEL ENGINE" is a bonafide work of

ABDUL SALAM.T JUNAID.P.V KARTHIKEYAN.K PRABHAKARAN.D JAWAHAR RAJA.E

Who carried out the project work under my supervision

SIGNATURE OF GUIDE SIGNATURE OF HEAD OF DEPT

Mr. S.SIVA KUMAR M.E., Mr. T.MANOHARAN M.E.,

Department of mechanical Department of mechanical

Engineering Engineering

Park college of technology Park college of technology

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ACKNOWLEDGMENT

We are all mechanical engineering student and take this opportunity to express our Heart full gratitude and sincere thanks to Dr. LAKSHMAN principle of our institution for accepting and encouraging us to complete this project in a successful manner.

We also thank Mr. T. MANOHARAN M.E., Head of the department mechanical engineering for extending all facilities and his valuable in this project.

We express our sincere and green hearts thanks to our Guide Mr. SIVA KUMAR B.E in mechanical engineering for his kind observations, timely advice and suggestion and guiding use to complete project.

We express our sincere thanks to all teaching and non-teaching staff member of Mechanical Engineering department.

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CONTENTS:

S.NO CONTENT PAGE.NO1 Synopsis2 Introduction3 Aim of the project4 Drawing5 Construction of diesel

engine 6 Working principle of a

diesel engine7 Cost analysis8 Maintenance9 Turbo charger

introduction10 Construction of turbo11 Working principle of

turbo charger12 Advantages13 Applications of turbo14 Conclusion

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SYNOPSIS:

Study shows the effort or turbo charger by exhaust gases on diesel combustion and exhaust emission with neat diesel fuel in a diesel engine.

The new system shows the turbo charger run by exhaust gas of diesel engine.

It increases the efficiency of diesel engine and reduce harmful gases like oxide of nitrogen (Nox),carbonmonoxide. Turbo charger reduce the noise of the diesel engine

INTRODUCTION OF DIESEL ENGINE:

A diesel engine is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel, the engine was developed by Rudolf Diesel in 1893.

The diesel engine has the highest thermal efficiency of any regular internal or external combustion engine due to its very high compression ratio.

Diesel engine are manufactured in two stroke & four stroke engine version.

INTRODUCTION OF TURBO CHARGER:

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A turbo charger or turbo (colloquialism), from the Greek "τύρβη" (mixing/spinning) is a forced induction device used to allow more power to be produced for an engine of a given size.

Turbo are commonly used on truck, car, train and construction equipment engines.

The key difference between a turbocharger and a supercharger is that the turbocharger is driven by an engine's exhaust gases (a supercharger is mechanically driven from the engine, often from a belt connected to the crankshaft).

The benefit of a turbo is that it compresses a greater mass of intake air into the combustion chamber(s), thereby resulting in increased power and/or efficiency.

Turbos are popularly used with Otto cycle and Diesel cycle internal combustion engines. They have also been found useful in automotive fuel cells.

Prior to the 1950s, the turbocharger was known as a "turbosupercharger". At the time, all forced induction devices were known as superchargers, however more recently the term "supercharger" is usually applied to only mechanically-driven forced induction devices.

AIM OF THE PROJECT:

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To reduce the exhaust emission like nox and co. To increase the efficiency. To reduce the engine vibration. To reduce the unburnt fuel comes through diesel engine.

CONSTRUCTION OF DIESEL ENGINE:

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WORKING OF DIESEL ENGINEThe working of diesel engine is given in the form of two types that is first we see the normal working of four stroke diesel engine and four stroke diesel engines with inlet air preheating system.

NORMAL WORKING OF DIESEL ENGINE: In four stroke diesel engine there are four different strokes

used to produce power . Various four strokes of engine: Suction stroke Compression stroke Power or expansion stroke Exhaust stroke In four stroke diesel engine one power stroke can be obtained

in every two full rotations of the crank shaft.

.

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SUCTION STROKE:

• During the suction stroke, the piston moves from TDC to BDC.

• The inlet valve is in open condition where as exhaust valve is closed When the piston moves from top to bottom, the fresh air is admitted inside the cylinder through inlet valve.

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COMPRESSION STROKE:

• During the compression stroke, both the inlet and exhaust valves are closed.

• The piston moves from BDS to TDC to compress the air. In case of CI compression is about 3500 to 4000 (KN/m^2).

• The temperature of the compressed air reaches 600 to 700 Celsius.

• Engine, the compression ratio various from 12 to 18. The pressure at the end of

POWER STROKE:

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• In this stroke also, both the inlet and exhaust valves are in closed position.

• The fuel injector opens just before the beginning of the third stroke; it injects the fuel in atomized form.

• Ignition of the fuel takes place automatically by means of high pressure and temperature air.

• The pressure and temperature further will increase due to combustion, it pushes the piston towards down. Thus, it produces power stroke.

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EXHAUST STROKE:

• In this stroke inlet valve is closed and exhaust valve is open condition.

• In this stroke power is exhausted through the exhaust valve.

OPERATING PRINCIPLE: All naturally aspirated Otto and diesel cycle engines rely on the

downward stroke of a piston to create a low-pressure area (less than atmospheric pressure) above the piston in order to draw air through the intake system.

Most engines cannot inhale their full displacement of atmospheric-density air (with the exception of tuned-induction systems). The measure of this inefficiency in four-stroke engines is called volumetric efficiency, an engine in which the density of the intake air is equal to atmospheric density would 100% volumetric efficiency.

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• The objective of a turbocharger is to improve an engine's volumetric efficiency by increasing the intake density. The 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 spi The main advantage of turbo charging is

increased peak power.

• Engine wear less.

• Engine efficiency is increase.

• More power is produce.

• Turbochargers cost less then superchargers.

• 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 higher Carnot efficiency.

• During this stroke, inlet valve is closed and the exhaust valve opens.

• The piston moves from BDC to TDC. It blows out the brunt gases from the cylinder.

• Thus, one cycle of operation is completed and repeated again and again in the same manner.

• The above process shows the normal working of diesel engine.

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• In this process the exhaust gas is sent to the atmosphere or to the turbocharger.

INTRODUCTION OF TURBOCHARGER: TURBO CHARGER:

• Turbocharger is a centrifugal compressor powered by a high speed turbine that is driven by an engine’s exhaust gases.

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TURBO CHARGER AND ITS WORKING:

WORKING PRINCIPLE OF A TUBO CHARGER: In an internal combustion engine where there is a need to increase the power, a turbocharger comes in application. In order to accomplish this, the turbocharger increases the mass flow rate of air entering the engine by the turbine action driven by it’s exhaust. It is widely applied in aircrafts, automobiles and motorcycles.

TURBO CHARGER DESIGN AND FUNCTION:

The turbocharger is like a miniature gas turbine, it is a small radial fan driven by the forward motion of the engine exhaust. Comprising the turbocharger are the turbine and the compressor sharing a single shaft. When the exhaust gasses enter, the fan rotates which drives a compressor.

Air is then squeezed by the compressor before being delivered to the engine air intake manifold. Because air is compressed, the engine could then take in greater amounts of air to the cylinders.

Usually the engine takes in air through a vacuum created by the downward stroke of the cylinder.

The normal air pressure is at 14.7 psi and there is a limit to the pressure difference across the intake valves resulting in a limited air mass flow rate.

In order to increase the intake, pressure must then be increased. In this way additional oxygen to the engine makes it possible to burn

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more fuel which increases the power of the engine. Increase air pressure is possible with the turbocharger application.

Turbochargers, although applies the same as superchargers except for small variations. Superchargers, particularly Centrifugal superchargers were spun by the rotation of the engine’s crankshaft. This made turbochargers more efficient in terms of recycling energy loss through the exhaust.

Although the turbocharger consists of a turbine and a compressor,

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several working components actually comprise it. The turbine and the impeller are contained in their own housing.

The housings fitted around the compressor impeller and turbine directs the flow of gasses through the wheels.

The motion of the gasses causes the impeller to spin. In this case the size of the impeller wheel dictates the amount of gas it could take.

The single shaft connecting the turbine to the compressor is housed in the center hub rotating assembly (CHRA).

The CHRA also contains bearing to minimized friction, lubrication and in some cases the turbocharger cooling system; water cooled models have entry and exit points for the engine coolants to cycle.

Devices such as waste gates then control the spin of the turbine.

FUNCTIONS OF A TURBO CHARGER: Turbo chargers are sometimes installed after market by car tuners

and enthusiasts, while many cars and trucks come with them stock from the manufacturer.

Though the specific reasons may vary, all turbo chargers allow for increased power output from an engine that would otherwise be restricted to less.

As a result, it is possible for an engine of small size to produce as much power with a turbo charger as a larger engine without one.

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DEFINED:o A turbo charger is a device that uses the energy of exhaust

gases coming out from an engine to compress the air going into the engine.

o It must have at least 4 openings: 1 for the engine exhaust gas to enter; a 2nd for the exhaust gas to exit; a 3rd opening for intake air to enter the turbocharger; and a 4th for the intake air to exit the turbo charger on its way to the engine intake.

o A turbo charger will also have 1 additional opening to vent excess air pressure. Increasing the intake air pressure going into an engine can increase the engine's power, but too much air pressure can damage the engine.

o Increasing the pressure increases the power of the engine because of the increased density of the air.

o Increased air density means more oxygen molecules, which means the engine can respond by increasing the amount of fuel it mixes with that oxygen.

o When the fuel and oxygen are burned, the result is a more powerful explosion with each piston stroke, and thus more power coming out of the engine.

FUNCTION OF A TURBO CHARGER:

o The function of a turbo charger is to increase the power output of an engine without adjusting the engine itself.

o Typically, an engine would have to be made larger and consequently heavier to gain power; on the other hand, a turbo charger is much smaller and lighter.

o Additionally, a turbo charger is powered by the exhaust gases of the engine, which would normally just leave the engine and vehicle unused.

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EXHAUST OPENING:o The function of a turbo charger can be thought of as

beginning at the exhaust opening.o Exhaust gases from the engine go through the turbo charger

before exiting through the exhaust system of the vehicle. o The flow of these gases causes a turbine wheel inside the

turbo charger to spin.o On the other side of this turbine, on the same axis, is a

different wheel at the intake opening of the turbo charger.

INTAKE OPENING:o At the intake opening of the turbo charger is a 2nd wheel that

spins whenever with the exhaust-side turbine wheel spins, since they are connected by the same shaft.

o This 2nd wheel is called the "compressor" or "impeller wheel" because its spinning compresses the air coming into the turbo on the intake side.

o This compressed air is fed into the engine intake and, because of the higher density of oxygen molecules in compressed air as opposed to uncompressed, the engine throws in more fuel for each piston stroke, resulting in increased power.

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EXHAUST OPENING(AGAIN):o The compressed air coming in the intake of the engine is

burned off inside and becomes exhaust gas. o This exhaust gas has more energy than it would had the

intake air not been compressed and burned with more fuel, and thus spins the exhaust-end turbine of the turbo charger faster than before.

o In turn, this spins the compressor wheel faster than before, which compresses the intake air more than before.

o The increase in compression of the air results in even more oxygen molecules and even more fuel for each piston stroke. As this cycle continues, the turbo charger can easily continue to further increase the compression of the intake air.

o However, at some point, too much air compression combined with too much fuel can result in too much power that can damage the engine.

CONTROLLING AIR:o To limit the amount of air pressure a turbocharger generates

by compressing the intake air, a control system must be used. o Typically, this happens through a mechanism called a "waste

gate" that, when open, allows some exhaust gas to bypass the exhaust-side turbine wheel, which limits how fast the wheel can spin.

o Limiting the speed of the turbine wheel limits the speed of the intake-side compressor wheel, which limits the amount of air compression.

ADVANTAGES:• The main advantage of turbo charging is increased peak power.

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• Engine wear less.

• Engine efficiency is increase.

• More power is produce.

• Turbochargers cost less then superchargers.

APPLICATIONS OF TURBO CHARGER:

AUTOMOTIVE TURBO CHARGERS,DIESEL AND GASOLINE:

The turbocharger's small size and low weight have production and marketing advantage to vehicle manufacturers.

By providing naturally aspirated and turbocharged versions of one engine, the manufacturer can offer two different power outputs with only a fraction of the development and production costs of designing and installing a different engine.

Improvements to robustness, reliability and cooling may be required to cope with the extra power.

These can include sodium cooled exhaust valves better metallurgy for pistons or connecting rods, and increased piston cooling by spraying engine oil underneath the piston.

The compact nature of a turbocharger means that bodywork and engine compartment layout changes to accommodate the more powerful engine are not needed.

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The use of parts common to the two versions of the same engine reduces production and servicing costs.

Today, turbochargers are most commonly used on gasoline engines in high-performance automobiles and diesel engines in transportation and other industrial equipment. Small cars in particular benefit from this technology, as there is often little room to fit a large engine.

Volvo, Saab, Audi, Volkswagen, and Subaru have produced turbocharged cars for many years; the turbo Porsche 944's acceleration performance was very similar to that of the larger-engine non-turbo Porsche 928; and Chrysler Corporation built numerous turbocharged cars in the 1980s and 1990s.

Buick also developed a turbocharged V-6 during the energy crisis in the late 1970s as a fuel-efficient alternative to the enormous eight-cylinder engines that powered the famously large cars and produced them through most of the next decade as a performance option.

Recently, several manufacturers have returned to the turbocharger in an attempt to improve the tradeoff between performance and fuel economy by using a smaller turbocharged engine in place of a larger normally aspirated engine.

The Ford EcoBoost engine is one such design, along with Volkswagen Group's TSI/TFSI engines, such as the Twincharger 1.4 engine.

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The Chevrolet Corvair's turbocharged

engine. The turbo, located at top right, feeds pressurized air into the engine through the chrome T-pipe spanning the engine.

The first production turbocharged automobile engines came from General a Garrett AiResearchMotors in 1962. The Y-body Oldsmobile Cutlass Jetfire was fitted with turbocharger and the Chevrolet Corvair Monza Spyder with a TRW turbocharger.

At the Paris auto show in 1974, during the height of the oil crisis, Porsche introduced the 911 Turbo – the world’s first production sports car with an exhaust turbocharger and pressure regulator.

This was made possible by the introduction of a wastegate to direct excess exhaust gases away from the exhaust turbine.

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The first turbocharged diesel truck was produced by Schweizer Maschinenfabrik Saurer (Swiss Machine Works Saurer) in 1938.

The world's first production turbo diesel automobiles were the Garrett-turbocharged Mercedes 300SD and the Peugeot 604, both introduced in 1978. Today, most automotive diesels are turbocharged.

1962 Oldsmobile Cutlass Jetfire 1962 Chevrolet Corvair Monza Spyder 1973 BMW 2002 Turbo 1974 Porsche 911 Turbo 1978 Buick Regal 1978 Saab 99 1978 Peugeot 604 turbodiesel 1978 Mercedes-Benz 300SD turbodiesel (United States/Canada) 1979 Alfa Romeo Alfetta GTV 2000 Turbodelta 1980 Mitsubishi Lancer GT Turbo 1980 Pontiac Firebird 1980 Renault 5 Turbo 1981 Volvo 240-series Turbo

MULTIPLE TURBO CHARGERS:

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A pair of turbochargers mounted to an Inline 6 engine (2JZ-GTE from a MkIV Toyota Supra) in a dragster.

Some engines, such as V-type engines, utilize two identically sized but smaller turbos, each fed by a separate set of exhaust streams from the engine.

The two smaller turbos produce the same (or more) aggregate amount of boost as a larger single turbo, but since they are smaller they reach their optimal RPM, and thus optimal boost delivery, more quickly.

Such an arrangement of turbos is typically referred to as a parallel twin-turbo system.

The first production automobile with parallel twin turbochargers was the Maserati Biturbo of the early 1980s. Later such installations include Porsche 911 TT, Nissan GT-R, Mitsubishi 3000GT VR-4, Nissan 300ZXTT, Audi RS6, and BMW E90.

Some car makers combat lag by using two small turbos. A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher RPM.

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Below this RPM, both exhaust and air inlet of the secondary turbo are closed.

Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher RPM range allows it to get to full rotational speed before it is required. Such combinations are referred to as a sequential twin-turbo. Porsche first used this technology in 1985 in the Porsche 959.

Sequential twin-turbos are usually much more complicated than a single or parallel twin-turbo systems because they require what amounts to three sets of intake and waste gate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. Many new diesel engines use this technology not only to eliminate lag but also to reduce fuel consumption and reduce emissions.

AIRCRAFT TURBO CHARGERS: 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 m (18,000 ft), the air is at half the pressure of sea level, and the airframe experiences only half the aerodynamic drag.

However, since the charge in the cylinders is being pushed in by this air pressure, it means that the engine will normally produce only half-power at full throttle at this altitude. Pilots would like to take advantage of the low drag at high altitudes in order to go faster, but a naturally aspirated engine will not produce enough power at the same altitude to do so.

A turbocharger remedies this problem by compressing the air back to sea-level pressures, or even much higher, in order to produce rated power at high altitude. Since the size of the

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turbocharger is chosen to produce a given amount of pressure at high altitude, the turbocharger is over-sized for low altitude. The speed of the turbocharger is controlled by a wastegate.

Early systems used a fixed wastegate, resulting in a turbocharger that functioned much like a supercharger. Later systems utilized an adjustable wastegate, controlled either manually by the pilot or by an automatic hydraulic or electric system. When the aircraft is at low altitude the wastegate is usually fully open, venting all the exhaust gases overboard.

As the aircraft climbs and the air density drops, the wastegate must continuously close in small increments to maintain full power. The altitude at which the wastegate is fully closed and the engine is still producing full rated power is known as the critical altitude. When the aircraft climbs above the critical altitude, engine power output will decrease as altitude increases just as it would in a naturally aspirated engine.

With older supercharged aircraft, the pilot must continually adjust the throttle to maintain the required manifold pressure during ascent or descent. The pilot must also take great care to avoid overboosting the engine and causing damage, especially during emergencies such as go-arounds.

In contrast, modern turbocharger systems use an automatic wastegate, which controls the manifold pressure within parameters preset by the manufacturer. For these systems, as long as the control system is working properly and the pilot's control commands are smooth and deliberate, a turbocharger will not overboost the engine and damage it.

Yet the majority of World War II engines used superchargers, because they maintained three significant manufacturing advantages over turbochargers, which were larger, involved extra piping,

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and required exotic high-temperature materials in the turbine and pre-turbine section of the exhaust system.

The size of the piping alone is a serious issue; American fighters Vought F4U and Republic P-47 used the same engine but the huge barrel-like fuselage of the latter was, in part, needed to hold the piping to and from the turbocharger in the rear of the plane.

Turbocharged piston engines are also subject to many of the same operating restrictions as gas turbine engines. Pilots must make smooth, slow throttle adjustments to avoid overshooting their target manifold pressure. The fuel mixture must often be adjusted far on the rich side of stoichiometric combustion needs to avoid pre-detonation in the engine when running at high power settings.

In systems using a manually operated wastegate, the pilot must be careful not to exceed the turbocharger's maximum RPM. Turbocharged engines require a cooldown period after landing to prevent cracking of the turbo or exhaust system from thermal shock. Turbocharged engines require frequent inspections of the turbocharger and exhaust systems for damage due to the increased heat, increasing maintenance costs.

Today, most general aviation aircraft are naturally aspirated. The small number of modern aviation piston engines designed to run at high altitudes in general use a turbocharger or turbo-normalizer system rather than a supercharger. The change in thinking is largely due to economics. Aviation gasoline was once plentiful and cheap, favoring the simple but fuel-hungry supercharger. As the cost of fuel has increased, the supercharger has fallen out of favor.

Turbocharged aircraft often occupy a performance range between that of normally aspirated piston-powered aircraft and turbine-powered aircraft. The increased maintenance costs of a turbocharged engine are considered worthwhile for this purpose, as a turbocharged piston engine is still far cheaper than any turbine engine.

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MARINE AND LAND BASED TURBO CHARGERS:

A medium-sized six-cylinder marine Diesel-engine, with turbocharger and exhaust in the foreground

Turbocharging while common on diesel engines in automobiles, trucks, tractors, and boats is also common in heavy machinery such as locomotives, ships, and auxiliary power generation.

Turbocharging can dramatically improve an engine's specific power and power-to-weight ratio, performance characteristics, which are normally poor in non-turbocharged diesel engines.

Diesel engines have no detonation because diesel fuel is injected at the end of the compression stroke, ignited by compression heat. Because of this, diesel engines can use much higher boost

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pressures than spark ignition engines, limited only by the engine's ability to withstand the additional heat and pressure.

MOTOR SPORT AND PERFORMANCE TURBO CHARGERS:

1970 Toyota 7, twin turbocharged racing car

It is also important to understand that a gasoline engine's design and compression ratio effect the maximum possible boost. To obtain more power from higher boost levels and maintain reliability, many engine components have to be replaced or upgraded such as the fuel pump, fuel injectors, pistons, connecting rods, crankshafts, valves, head-gasket, and head bolts. The maximum possible boost depends on the fuel's octane rating and the inherent tendency of any particular engine toward detonation.

Premium gasoline or racing gasoline can be used to prevent detonation within reasonable limits. Ethanol, methanol,

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liquefied petroleum gas (LPG) and compressed natural gas (CNG) allow higher boost than gasoline, because of their higher resistance to autoignition (lower tendency to knock).

Diesel engines can also tolerate much higher levels of boost pressure than Otto cycle engines, because only air is being compressed during the compression phase, and fuel is injected later, removing the knocking issue entirely.

Aircraft engineer Frank Halford experimented with turbocharging in his modified Aston Martin racing car the Halford Special, but it is unclear whether or not his efforts were successful. The first successful application of turbocharging in automotive racing appears to have been in 1952 when Fred Agabashian in the diesel-powered Cummins Special qualified for pole position at the Indianapolis 500 and led for 175 miles (282 km) before ingested tire shards disabled the compressor section of the Elliott turbocharger.

Offenhauser's turbocharged engines returned to Indianapolis in 1966, with victories coming in 1968 using a Garrett AiResearch turbocharger. The Offenhauser turbo peaked at over 1,000 hp (750 kW) in 1973, which led USAC to limit boost pressure.

In their turn, Porsche dominated the Can-Am series with a 1,100 hp (820 kW) 917/30. Turbocharged cars dominated the 24 Hours of Le Mans between 1976 and 1988, and then from 2000-2007.

In Formula One, in the so called "Turbo Era" of 1977 until 1988, Renault, Honda, BMW, and Ferrari produced engines with a capacity of 1,500 cc (92 cu in) able to generate 1,000 to 1,500 horsepower (750 to 1,100 kW). Renault was the first manufacturer to apply turbo technology in F1.

The project's high cost was compensated for by its performance, and led other engine manufacturers to follow suit.

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Turbocharged engines dominated and ended the Cosworth DFV era in the mid-1980s. However, the FIA decided turbochargers were making the sport too dangerous and expensive. In 1987, FIA decided to limit the maximum boost before the technology was banned for 1989.

In land speed racing, an 1,800 hp (1,340 kW) twin-turbocharged Pontiac GTA developed by Gale Banks of Southern California, set a land speed record for the "World's Fastest Passenger Car" of 277 mph (446 km/h). This event was chronicled at the time in a 1987 cover story published by Autoweek magazineGale Banks Engineering also built and raced several diesel-powered machines, including what Banks erroneouslycalls the "World's Fastest Diesel Truck," a street-legal 735 hp (548 kW) Dodge Dakota pick-up that towed its own trailer to the Bonneville Salt Flats and then set an official FIA record of 217 mph (349 km/h) with a one-way top speed of 222 mph (357 km/h).

The truck also showed the fuel economy of a turbocharged diesel engine by averaging 21.2-mpgon the Hot Rod Power Tour. If it ran 50 mph (80 km/h) faster, it would almost match the actual fastest diesel truck, the "Phoenix" of R. B. Slagle and Carl HeapModern Group N Rally cars are forced by the rules to use a 33 mm (1.3 in) restrictor at the compressor inlet, which effectively limits the maximum boost (pressure above atmospheric) that the cars can achieve at high rpm. Of note is that, at low rpm, they can reach boost pressures of above 22 psi (1.5 bar).

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A Subaru Impreza WRX STI engine bay, showing the top mounted intercooler to the back of the engine. Cold fresh air enters through a bonnet/hood scoop

In rallying, turbocharged engines of up to 2,000 cc (120 cu in) have long been the preferred motive power for the Group A/N World Rally Car competitors, due to the exceptional power-to-weight ratios attainable. This combines with the use of vehicles with relatively small bodyshells for maneuverability and handling. As turbo outputs rose to levels similar to F1's category, rather than banning the technology, FIA restricted turbo inlet diameter (currently 34 mm).

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MOTOR CYCLE TURBO CHARGERS:

The 1982 Honda CX500 Turbo, the world's first turbocharged production bike

Using turbochargers to gain performance without a large gain in weight was very appealing to the Japanese factories in the 1980s. The first example of a turbocharged bike is the 1978 Kawasaki Z1R TC. It used a Rayjay ATP turbo kit to build 0.35 bar (5 lb) of boost, bringing power up from c. 90 hp (67 kW) to c. 105 hp (78 kW). However, it was only marginally faster than the standard model.

In 1982, Honda released the CX500T featuring a carefully developed turbo (as opposed to the Z1-R's bolt-on approach). It has a rotation speed of 200,000 rpm. The development of the CX500T was riddled with problems; due to its being a V-twin engine, the intake periods in the engine rotation are staggered, leading to periods of high intake and long periods of no intake at all.

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Designing around these problems increased the price of the bike, and the performance still was not as good as the cheaper CB900 (a 16 valve in-line four). During these years, Kawasaki produced the GPz750 Turbo, Suzuki produced the XN85, and Yamaha produced the Seca Turbo. The GPz750 Turbo and XN85 were fuel-injected, whereas the Yamaha Seca Turbo relied on pressurized carburetors.

Since the mid-1980s, no manufactures have produced turbocharged motorcycles making these bikes a bit of an educational experience; as of 2007, no factories offer turbocharged motorcycles (although the Suzuki B-King prototype featured a supercharged Hayabusa engine). The Dutch manufacturer EVA motorcycles builds a small series of turbocharged diesel motorcycle with an 800cc smart cdi engine.

MANUFACTURERS OF TURBO CHARGERS: ABB Turbo Systems BorgWarner Turbo Systems Bosch Mahle Turbo Systems (Joint Venture of Bosch and Mahle) Caterpillar Cummins Turbo Technologies (Holset) Hitachi Warner Turbo Systems (Joint Venture of Hitachi and

BorgWarner) Honeywell Turbo Technologies (previously Garrett AiResearch) IHI Corporation Komatsu MAN Diesel Mitsubishi Heavy Industries NAPIER Turbochargers Turbo Energy Ltd (Joint venture of Borg warner and Brakes India) Voith Turbo

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Garrett AiResearch

MAINTENANCE: Turbo charge arrangement is cleaned in every engine service. Functions of wall can be checked on every service. Temperature of air inlet to engine can be checked on service time.

CONCLUSION:

• Turbo charger attachment of diesel engine is very efficient alternative to traditional method of reducing exhaust emission in diesel engine.

• Their performances is seriously increasing the efficiency of diesel engine and reduce the emission of diesel engine.

• “LAST BUT NOT LEAST” Our project work made us to understand the value of the team effort.

• To conclude it is hoped that design of “TURBO CHARGER IN SINGLE CYLINDER DIESEL ENGINE”.

• We proud that the project design of turbo charger diesel engine has been successfully designed…