Lecture 8 – Turbocharger Modeling

System Modeling – Institute for Dynamic Systems and Control (IDSC)

Camillo Balerna
Dr. Guillaume Ducard

Camillo Balerna | 07/11/2017 | 1

Lecture Overview
 Turbocharger modeling
 Turbine & Compressor
 Causality diagram
 Inputs, outputs
 Maps and operation
Source: https://auto.howstuffworks.com/turbo2.htm

 Turbocharged internal combustion engines

 Engine power modeling
 Naturally aspirated (NA) Vs
turbocharged (TC) engines
 Benefits of turbocharging
 F1 electrified turbocharger

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Turbocharger

𝑑𝜔𝑡𝑐
Θ𝑡𝑐 ⋅ = 𝑇𝑡 − 𝑇𝑐 + 𝑇𝑒𝑥𝑡
𝑑𝑡

Source: https://auto.howstuffworks.com/turbo2.htm
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 Turbine

Power
pressure

position

Source: https://auto.howstuffworks.com/turbo2.htm
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Turbine – Causality Diagram

Inputs

Outputs

Inputs

• 𝝑𝟑 : Temperature before the turbine [K]

• 𝒑𝟑 : pressure before the turbine [Pa] 𝒑𝟑 𝒑𝒃𝒆𝒇,𝒕
𝚷𝒕 = =
• 𝒑𝟒 : pressure after the turbine [Pa] 𝒑 𝟒 𝒑𝒂𝒇𝒕,𝒕
• 𝝎𝒕 : Turbine speed [rad/s]
• 𝒖𝒗𝒏𝒈 : Variable nozzle geometry control input [−]

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Turbine – Causality Diagram

Inputs

Outputs

Outputs

• 𝝑𝟒 : Temperature of the flow exiting the turbine [K]

• 𝒎ሶ 𝒕 : Mass flow through the turbine [Kg/s]
• 𝑻𝒕 : Torque generated by the turbine [Nm]

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Turbine – Outputs
o 𝐓𝐞𝐦𝐩𝐞𝐫𝐚𝐭𝐮𝐫𝐞 of the flow exiting the turbine
1−𝜅
𝜗4 = 𝜗3 ⋅ 1 − 𝜂𝑡 ⋅ 1 − Π𝑡 𝜅

𝒑𝟑 𝒑𝒃𝒆𝒇,𝒕
o 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 through the turbine 𝚷𝒕 = =
𝒑𝟒 𝒑𝒂𝒇𝒕,𝒕
𝑝3 𝜗𝑟𝑒𝑓,0
𝑚ሶ 𝑡 = ⋅ ⋅ 𝜇ሶ 𝑡
𝑝𝑟𝑒𝑓,0 𝜗3

o 𝐓𝐨𝐫𝐪𝐮𝐞 produced by the turbine

1−𝜅
𝑃t 𝑚ሶ t ⋅ 𝑐𝑝 ⋅ 𝜗3
𝑇𝑡 = = ⋅ 1 − Π𝑡 𝜅 ⋅ 𝜂𝑡
𝜔𝑡 𝜔𝑡

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Turbine – Outputs derivation
𝑑𝐸
Open system = 𝐻ሶ 𝑖𝑛 − 𝐻ሶ 𝑜𝑢𝑡 − 𝑊ሶ 𝑡 + 𝑄ሶ
𝑑𝑡
𝒅𝑬
o Turbine does 𝐧𝐨𝐭 𝐬𝐭𝐨𝐫𝐞 𝐞𝐧𝐞𝐫𝐠𝐲 over time ⇒ =𝟎
𝒅𝒕
o Turbine is assumed to be 𝐚𝐝𝐢𝐚𝐛𝐚𝐭𝐢𝐜 no heat transfer ⇒ 𝑸ሶ = 𝟎

𝑃𝑡 = 𝑊ሶ 𝑡 = 𝐻ሶ 𝑖𝑛 − 𝐻ሶ 𝑜𝑢𝑡 = 𝑚ሶ t ⋅ 𝑐𝑝 ⋅ 𝜗3 − 𝜗4

Isentropic relation
𝜅−1
Turbine exit temperature
𝜅−1 1−𝜅
𝜗3 𝑝3 𝜅
𝜅
= = Π𝑡 𝜗4 = 𝜗3 ⋅ 1 − 𝜂𝑡 ⋅ 1 − Π𝑡 𝜅
𝜗4,𝑖𝑠 𝑝4

Isentropic efficiency Turbine power produced

1−𝜅
𝜗3 − 𝜗4
𝜂𝑡 = 𝑃𝑡 = 𝑚ሶ t ⋅ 𝑐𝑝 ⋅ 𝜗3 ⋅ 1 − Π𝑡 𝜅 ⋅ 𝜂𝑡
𝜗3 − 𝜗4,𝑖𝑠
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Turbine – Outputs
o 𝐓𝐞𝐦𝐩𝐞𝐫𝐚𝐭𝐮𝐫𝐞 of the flow exiting the turbine
1−𝜅
𝜗𝑡 = 𝜗3 ⋅ 1 − 𝜂𝑡 ⋅ 1 − Π𝑡 𝜅

𝒑𝟑 𝒑𝒃𝒆𝒇,𝒕
o 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 through the turbine 𝚷𝒕 = =
𝒑𝟒 𝒑𝒂𝒇𝒕,𝒕
𝑝3 𝜗𝑟𝑒𝑓,0
𝑚ሶ 𝑡 = ⋅ ⋅ 𝜇ሶ 𝑡
𝑝𝑟𝑒𝑓,0 𝜗3

o 𝐓𝐨𝐫𝐪𝐮𝐞 produced by the turbine

1−𝜅
𝑃t 𝑚ሶ t ⋅ 𝑐𝑝 ⋅ 𝜗3
𝑇𝑡 = = ⋅ 1 − Π𝑡 𝜅 ⋅ 𝜂𝑡
𝜔𝑡 𝜔𝑡

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Turbine – Efficiency Map

Input
Output

(1−𝜅)/𝜅 𝑟𝑡 ⋅ 𝜔𝑡
𝑐𝑢𝑠 = 2 ⋅ 𝑐𝑝 ⋅ 𝜗3 ⋅ 1 − Π𝑡 𝑐𝑢𝑠
ǁ =
𝑐𝑢𝑠

• Since the turbine efficiency mainly depends on the angle of incidence of

the inflowing gas, the turbine blade speed ratio 𝑐𝑢𝑠
ǁ is used as variable.
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Turbine – Efficiency Map

Variable Geometry

Source: https://www.dieselnet.com/tech/air_turbo_vgt.php
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Turbine – Outputs
o 𝐓𝐞𝐦𝐩𝐞𝐫𝐚𝐭𝐮𝐫𝐞 of the flow exiting the turbine
1−𝜅
𝜗𝑡 = 𝜗3 ⋅ 1 − 𝜂𝑡 ⋅ 1 − Π𝑡 𝜅

𝒑𝟑 𝒑𝒃𝒆𝒇,𝒕
o 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 through the turbine 𝚷𝒕 = =
𝒑𝟒 𝒑𝒂𝒇𝒕,𝒕
𝑝3 𝜗𝑟𝑒𝑓,0
𝑚ሶ 𝑡 = ⋅ ⋅ 𝜇ሶ 𝑡
𝑝𝑟𝑒𝑓,0 𝜗3

o 𝐓𝐨𝐫𝐪𝐮𝐞 produced by the turbine

1−𝜅
𝑃t 𝑚ሶ t ⋅ 𝑐𝑝 ⋅ 𝜗3
𝑇𝑡 = = ⋅ 1 − Π𝑡 𝜅 ⋅ 𝜂𝑡
𝜔𝑡 𝜔𝑡

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Turbine – Mass Flow Map

Input
Output

• For control purposes, the mass flow behaviour of fluid-dynamic turbines

can be modeled quite well as orifice  compressible flow through a valve.

• If the turbine is a Variable Nozzle Turbine (VNT) or Variable Geometry

Turbine (VGT), the mass flow and its maximum value depend on the
nozzle position (as it is for the compressible flow through a valve).
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Turbine – Mass Flow Map

Fixed Geometry

Source: https://www.dieselnet.com/tech/air_turbo_vgt.php
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Turbine – Mass Flow Map

Variable Geometry

Source: https://www.dieselnet.com/tech/air_turbo_vgt.php
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Turbine – Variable Geometry Turbine (VGT)

At Low Engine Speed

 low mass flow
 low pressure
 low turbine power

Narrow inlet area

 Better incidence
 Increased efficiency
 Increased power

At High Engine Speed

 high mass flow
 high pressure

Wide inlet area

 Avoid choke!

Source: https://www.intmarketing.org/en/automotive/113-variable-turbine-geometry.html
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Compressor

Source: https://auto.howstuffworks.com/turbo2.htm
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Compressor
pressure

position
Power

Source: https://auto.howstuffworks.com/turbo2.htm
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Compressor – Causality Diagram

Inputs

Outputs

Inputs

• 𝒑𝟏 : Pressure before the compressor [Pa] 𝒑𝟐 𝒑𝒂𝒇𝒕,𝒄

𝚷𝒄 = =
• 𝒑𝟐 : Pressure after the compressor [Pa] 𝒑𝟏 𝒑𝒃𝒆𝒇,𝒄
• 𝝑𝟏 : Temperature before the compressor [K]
• 𝝎𝒄 : Compressor speed [rad/s]

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Compressor – Causality Diagram

Inputs

Outputs

Outputs

• 𝝑𝒄 : Temperature of the flow exiting the compressor [K]

• 𝒎ሶ 𝒄 : Mass flow through the compressor [Kg/s]
• 𝑻𝒄 : Torque absorbed by the compressor [Nm]

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Compressor – Outputs
o 𝐓𝐞𝐦𝐩𝐞𝐫𝐚𝐭𝐮𝐫𝐞 of the flow exiting the compressor
𝜅−1
𝜗1
𝜗𝑐 = 𝜗1 + Π𝑐 𝜅 −1 ⋅
𝜂𝑐

𝒑𝟐 𝒑𝒂𝒇𝒕,𝒄
o 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 through the compressor 𝚷𝒄 = =
𝒑𝟏 𝒑𝒃𝒆𝒇,𝒄
𝑝1 𝜗𝑟𝑒𝑓,0
𝑚ሶ 𝑐 = ⋅ ⋅ 𝜇ሶ 𝑐
𝑝𝑟𝑒𝑓,0 𝜗1

o 𝐓𝐨𝐫𝐪𝐮𝐞 absorbed by the compressor

𝜅−1
𝑃c 𝑚ሶ c ⋅ 𝑐𝑝 ⋅ 𝜗1 𝜅
1
𝑇𝑐 = = ⋅ Π𝑐 − 1 ⋅
𝜔𝑐 𝜔𝑐 𝜂𝑐

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Compressor – Outputs derivation
𝑑𝐸
Open system = 𝐻ሶ 𝑖𝑛 − 𝐻ሶ 𝑜𝑢𝑡 − 𝑊ሶ 𝑐 + 𝑄ሶ
𝑑𝑡
𝒅𝑬
o Compressor does 𝐧𝐨𝐭 𝐬𝐭𝐨𝐫𝐞 𝐞𝐧𝐞𝐫𝐠𝐲 over time ⇒ =𝟎
𝒅𝒕
o Compressor is assumed to be 𝐚𝐝𝐢𝐚𝐛𝐚𝐭𝐢𝐜 no heat transfer ⇒ 𝑸ሶ = 𝟎

𝑃𝑐 = −𝑊ሶ 𝑐 = 𝐻ሶ 𝑜𝑢𝑡 −𝐻ሶ 𝑖𝑛 = 𝑚ሶ c ⋅ 𝑐𝑝 ⋅ 𝜗2 − 𝜗1

Isentropic relation
Compressor exit temperature
𝜅−1
𝜅−1 𝜅−1
𝜗2,𝑖𝑠 𝑝2 𝜅 𝜗1
= = Π𝑐 𝜅 𝜗2 = 𝜗1 + Π𝑐 𝜅 −1 ⋅
𝜗1 𝑝1 𝜂𝑐

Isentropic efficiency Compressor power absorbed

𝜅−1
𝜗2,𝑖𝑠 − 𝜗1 1
𝜂𝑐 =
𝜗2 − 𝜗1
𝑃𝑐 = 𝑚ሶ c ⋅ 𝑐𝑝 ⋅ 𝜗1 ⋅ Π𝑐 𝜅 −1 ⋅
𝜂𝑐
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Compressor – Outputs
o 𝐓𝐞𝐦𝐩𝐞𝐫𝐚𝐭𝐮𝐫𝐞 of the flow exiting the compressor
𝜅−1
𝜗1
𝜗𝑐 = 𝜗1 + Π𝑐 𝜅 −1 ⋅
𝜂𝑐

𝒑𝟐 𝒑𝒂𝒇𝒕,𝒄
o 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 through the compressor 𝚷𝒄 = =
𝒑𝟏 𝒑𝒃𝒆𝒇,𝒄
𝑝1 𝜗𝑟𝑒𝑓,0
𝑚ሶ 𝑐 = ⋅ ⋅ 𝜇ሶ 𝑐
𝑝𝑟𝑒𝑓,0 𝜗1

o 𝐓𝐨𝐫𝐪𝐮𝐞 absorbed by the compressor

𝜅−1
𝑃c 𝑚ሶ c ⋅ 𝑐𝑝 ⋅ 𝜗1 𝜅
1
𝑇𝑐 = = ⋅ Π𝑐 − 1 ⋅
𝜔𝑐 𝜔𝑐 𝜂𝑐

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Compressor – Mass Flow & Efficiency Map

Input
Output

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Compressor – Mass Flow & Efficiency Map

Source: http://www.enginelabs.com/engine-tech/power-
adders/understanding-compressor-maps-sizing-a-turbocharger/ Camillo Balerna | 07/11/2017 | 25
Compressor – Operational Limits

Fluid-dynamic
instabilities destroy the Maximum speed
regular flow pattern allowed to avoid
 possible back-flow mechanical damages
 centrifugal forces

Behaviour at zero
(or very low) speed
 blocking orifice Flow reaches
sonics conditions
 choked orifice

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Formula 1 – Turbocharged Engine

Source: https://sport.sky.it/formula1/2017/03/21/formula-1--il-dizionario--power-unit-ed-elettronica.html
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Internal Combustion Engine
𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫 can be approximated as following:
Assume constant
𝑃𝑒𝑛𝑔𝑖𝑛𝑒 = 𝑃𝑐𝑜𝑚𝑏,𝑓𝑢𝑒𝑙 + 𝑃𝑓𝑟𝑖𝑐 + 𝑃𝑝𝑢𝑚𝑝 engine speed 𝜔𝑒

o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫 coming from the 𝐟𝐮𝐞𝐥 𝐜𝐨𝐦𝐛𝐮𝐬𝐭𝐢𝐨𝐧:

𝑃𝑐𝑜𝑚𝑏,𝑓𝑢𝑒𝑙 = 𝑒𝑐𝑜𝑚𝑏 ⋅ 𝑃𝑓 = 𝑒𝑐𝑜𝑚𝑏 ⋅ 𝐻𝑙 ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙 ≈ 𝑘1 ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙

o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫 coming from the pistons 𝐦𝐞𝐜𝐡𝐚𝐧𝐢𝐜𝐚𝐥 𝐟𝐫𝐢𝐜𝐭𝐢𝐨𝐧:

𝑃𝑓𝑟𝑖𝑐 ≈ 𝑘2

o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫 coming from the 𝐠𝐚𝐬 𝐞𝐱𝐜𝐡𝐚𝐧𝐠𝐞:

𝜔𝑒
𝑃𝑝𝑢𝑚𝑝 = 𝑝𝑖𝑛𝑡𝑎𝑘𝑒 − 𝑝𝑒𝑥ℎ𝑎𝑢𝑠𝑡 ⋅ 𝑉𝑑 ⋅ ≈ 𝑘3 ⋅ 𝑝𝑖𝑛𝑡𝑎𝑘𝑒 − 𝑝𝑒𝑥ℎ𝑎𝑢𝑠𝑡
4𝜋

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Internal Combustion Engine
o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫, neglecting the friction and assuming 𝑝𝑖𝑛𝑡𝑎𝑘𝑒 = 𝑝𝑒𝑥ℎ𝑎𝑢𝑠𝑡 :
𝑃𝑒𝑛𝑔𝑖𝑛𝑒 ≈ 𝑘1 ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙 + 𝑘3 ⋅ 𝑝𝑖𝑛𝑡𝑎𝑘𝑒 − 𝑝𝑒𝑥ℎ𝑎𝑢𝑠𝑡 ≈ 𝑘1 ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙

o 𝐀𝐢𝐫 𝐭𝐨 𝐅𝐮𝐞𝐥 𝐑𝐚𝐭𝐢𝐨 is defined as following:

𝑚ሶ 𝑎𝑖𝑟 1 𝜆𝐴𝐹 = 1 𝑚ሶ 𝑎𝑖𝑟
𝜆𝐴𝐹 = ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙 =
𝑚ሶ 𝑓𝑢𝑒𝑙 𝜎0 𝜎0

o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐀𝐢𝐫 𝐌𝐚𝐬𝐬 𝐅𝐥𝐨𝐰 is approximated as following:

𝑝𝑖𝑛𝑡𝑎𝑘𝑒 𝜔𝑒
𝑚ሶ 𝑎𝑖𝑟 = ⋅ ⋅ 𝑉 ⋅ 𝜆 ≈ 𝑘4 ⋅ 𝑝𝑖𝑛𝑡𝑎𝑘𝑒
𝑅𝑎𝑖𝑟 ⋅ 𝜗𝑖𝑛𝑡𝑎𝑘𝑒 4𝜋 𝑑 𝑣𝑜𝑙

NA  1 bar  100 kW
𝑃𝑒𝑛𝑔𝑖𝑛𝑒 ∝ 𝑚ሶ 𝑓𝑢𝑒𝑙 ∝ 𝑚ሶ 𝑎𝑖𝑟 ∝ 𝑝𝑖𝑛𝑡𝑎𝑘𝑒
TC  4 bar  400 kW
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Turbocharged Engine
o 𝐄𝐧𝐠𝐢𝐧𝐞 𝐏𝐨𝐰𝐞𝐫, neglecting the friction and for a specific 𝑚ሶ 𝑓𝑢𝑒𝑙 :
𝑃𝑒𝑛𝑔𝑖𝑛𝑒 ≈ 𝑘1 ⋅ 𝑚ሶ 𝑓𝑢𝑒𝑙 + 𝑘3 ⋅ 𝑝𝑖𝑛𝑡𝑎𝑘𝑒 − 𝑝𝑒𝑥ℎ𝑎𝑢𝑠𝑡

NA  1 bar NA  1 bar
TC  4 bar TC  2 bar

C intake exhaust T

𝝎𝒆 = 𝟏𝟎′ 𝟎𝟎𝟎 𝒓𝒑𝒎 𝑷𝒑𝒖𝒎𝒑,𝑵𝑨 ≈ 𝟎 𝒌𝑾

𝑽𝒅 = 𝟏. 𝟔 𝑳 𝑷𝒑𝒖𝒎𝒑,𝑻𝑪 ≈ 𝟐𝟔 𝒌𝑾
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Engine Response

𝑃𝑒𝑛𝑔𝑖𝑛𝑒
𝑃𝑒𝑛𝑔𝑖𝑛𝑒,𝑟𝑒𝑞

Naturally Aspirated
Slower
increase

𝑡𝑖𝑚𝑒
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Formula 1 – Engine Response
How and how fast is the engine power response of a conventional
turbocharger compared to an electrified turbocharger (e.g. F1) ?

Turbocharger Electrified Turbocharger

1) Press throttle pedal 1) Press throttle pedal
2) More fuel injected 2) More fuel injected & MGU-H positive
3) Exhaust temperature increases 3) Turbocharger speed increases faster
4) More power extracted by the turbine ( MGU-H & exhaust temperature)
5) Turbocharger speed increases 4) Compressor mass flow increases
6) Compressor mass flow increases 5) More air  more fuel can be injected
7) More air  more fuel can be injected 6) More Engine power
8) More Engine power
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Formula 1 – Engine Response

𝑃𝑒𝑛𝑔𝑖𝑛𝑒
𝑃𝑒𝑛𝑔𝑖𝑛𝑒,𝑟𝑒𝑞

Steeper
increase

𝑡𝑖𝑚𝑒
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IDSC Open Lab 2017

Camillo Balerna | 07/11/2017 | 34

IDSC Open Lab 2017

Formula 1 Power Unit

Efficient control algorithms are designed for the hybrid
electric propulsion system of the Formula 1 car, in
order to achieve the fastest possible lap-time.
(Presentations in English or German)

Mauro Salazar, maurosalazar@idsc.mavt.ethz.ch |

Camillo Balerna, balernac@idsc.mavt.ethz.ch

http://www.idsc.ethz.ch/research-guzzella-
ML K37.1 onder/research-projects/Formula1.html

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