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Variable Geometry Turbocharger Overview

Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.

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namrata chokakkar
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540 views15 pages

Variable Geometry Turbocharger Overview

Variable geometry turbochargers aim to eliminate turbo lag by allowing the adjustment of exhaust vanes to optimize turbine response across engine speeds. At low RPM, the vanes partially close to accelerate exhaust gas onto the turbine. At high RPM, the vanes fully open to take advantage of stronger exhaust flow. This variable geometry allows the turbocharger to spool up faster and provide boost more consistently throughout the rev range compared to a conventional turbocharger. Variable geometry turbochargers first emerged in the early 1990s and are now commonly used to improve engine performance.

Uploaded by

namrata chokakkar
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPTX, PDF, TXT or read online on Scribd

Variable geometry

Turbo charger
INDUCTION SYSTEM-
TYPES OF INDUCTION SYSTEM

Natural
Induction

Forced
induction
INDUCTION SYSTEM
-TYPES OF FORCE INDUCTION

SUPER TURBO
RAM AIR
CHARGER CHARGER
RAM AIR
 When the car is travelling in speed, air will be forced into the engine
manifold through the ram air inlet which usually locates on the top
of bonnet.
 That create a slightly higher pressure than normal aspiration.
TURBO CHARGER & SUPER CHARGER
TURBO LAG????
 Turbines of earlier turbochargers were large and heavy,
thus could not start spinning until about 3,500 rpm crank
speed.
 This phenomenon is called turbo lag.

 So when driver accelerates the car, throttle cannot result


in instant power rise expected by the driver.
 We can imagine how difficult to drive fast in city or
twisted roads.
VARIABLE GEOMETRY TURBO
CHARGER
-HISTORY

 In early 90’s Honeywell has developed the first ever turbo charger.

 One of the first production cars to use VGT was the limited-
production Shelby CSX-VNT.

 Honda Legend used a variable geometry turbo with an integrated


water cooled intercooler installed on its 2.0 L V6 engine, and was
only manufactured for one year.
VARIABLE GEOMETRY TURBO
CHARGER

 Ordinary turbochargers cannot escape from turbo lag because at low


engine rpm the exhaust gas flow is not strong enough to push the
turbine quickly.

 A Variable Geometry Turbocharger is capable to alter the direction


of exhaust flow to optimize turbine response.

 It has a mechanism by which the inlet area can be varied to achieve


the optimal A/R for a given flow rate.
VARIABLE GEOMETRY TURBO CHARGER
-CONCEPT

 Narrowing the nozzle ring opening increasing the turbine speed.


VARIABLE GEOMETRY TURBO
CHARGER
CONTINUE…..

 This is achieved by varying a set of aerodynamic vanes


which direct the exhaust gas flow onto the turbine wheel.
VARIABLE GEOMETRY TURBO
CHARGER
-CONSTRUCTION DETAILS…….
VARIABLE GEOMETRY TURBO CHARGER
-VAN ANGLES
---CONTINUE………

 Van angle determines the exhaust flow through turbine.


 It also determines the turbine speed as well as back
pressure.
VARIABLE GEOMETRY TURBO
CHARGER
-UNISON RING
VARIABLE GEOMETRY TURBO CHARGER
-WORKING
-CONTINUE……

 At low rpm :

The vanes are partially closed, reducing the area hence accelerating
the exhaust gas towards the turbine. Moreover, the exhaust flow hits
the turbine blades at right angle. Both makes the turbine spin faster.

 At high rpm :

At high rpm the exhaust flow is strong enough. The vanes are fully opened
to take advantage of the high exhaust flow. This also release the exhaust
pressure in the turbocharger, saving the need of waste gate
CONCLUSION
 Elimination of turbo lag
 Increase in volumetric efficiency of engine at all speeds.

 Can be coupled with EGR to reduce the exhaustive


emissions.
 On basis of study papers it shows that by attaching a coil
on shaft between turbine and compressor we can
generate the ample amount of power so we can
eliminate the alternator.

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