Journal of Thermal Analysis and Calorimetry (2021) 145:817–828

https://doi.org/10.1007/s10973-020-10178-z

Energy and exergy analysis of a novel turbo‑compounding system

for supercharging and mild hybridization of a gasoline engine
Farhad Salek1 · Meisam Babaie2 · Ali Ghodsi1 · Seyed Vahid Hosseini1 · Ali Zare3

Received: 27 May 2020 / Accepted: 7 August 2020 / Published online: 3 September 2020
© The Author(s) 2020

Abstract
Number of hybrid vehicles has increased around the world significantly. Automotive industry is utilizing the hybridization
of the powertrain system to achieve better fuel economic and emissions reduction. One of the options recently considered in
research for hybridization and downsizing of vehicles is to employ waste heat recovery systems. In this paper, the addition
of a turbo-compound system with an air Brayton cycle (ABC) to a naturally aspirated engine was studied in AVL BOOST
software. In addition, a supercharger was modeled to charge extra air into the engine and ABC. The engine was first validated
against the experimental data prior to turbo-compounding. The energy and exergy analysis was performed to understand the
effects of the proposed design at engine rated speed. Results showed that between 16 and 18% increase in engine mechanical
power can be achieved by adding turbo-compressor. Furthermore, the recommended ABC system can recover up to 1.1 kW
extra electrical power from the engine exhaust energy. The energy and exergy efficiencies were both improved slightly by
turbo-compounding and BSFC reduced by nearly 1% with the proposed system. Furthermore, installing the proposed system
resulted in increase in backpressure up to approximately 23.8 kPa.

Keywords Air Brayton cycle · Waste heat recovery · Hybridization · Supercharger · Turbo-compounding · Exergy ·
Downsizing
List of symbols WHR Waste heat recovery
ABC Air Brayton cycle Ẇ Mechanical power (kW)
a Vibe parameter ∝ Crank shaft angle (deg)
BDUR Burn duration (deg)
Subscripts
Ė Exergy rate (kW)
C Coolant
e Specific exergy (kJ kg−1)
ch Chemical
I Exergy destruction (kW)
f Fuel
m Vibe shape
HEX Heat exchanger
ṁ Mass flow rate (kg s−1)
ht Heat transfer
ORC Organic Rankine cycle
ph Physical
Q̇ Heat transfer rate (kW)
SOC Start of combustion (deg)
TC Turbo compressor
Introduction

Air pollution is one of the major challenges that many coun-

* Meisam Babaie
[email protected] tries are envisaged today. Transportation sector among the
sources of emissions is responsible for about 40% ­CO2 emis-
1
Faculty of Mechanical and Mechatronic Engineering, sion around the world [1]. Apart from C ­ O2, other harmful
Shahrood University of Technology, Shahrood, Iran emissions such as particulate matters, CO, HC and NOx are
2
School of Science, Engineering and Environment, University emitted from the vehicle tailpipes running by fossil fuels.
of Salford, Manchester, UK Even in recent COVID-19 pandemic, a direct relationship
3
Flow, Aerosols and Thermal Energy (FATE) Group, School between the number of death and air pollution was observed
of Engineering, Deakin University, Melbourne, VIC 3216, [2]. Governments around the word have started to respond to
Australia

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Vol.:(0123456789)
818 F. Salek et al.

this threat through international commitment such as Paris less mass to vehicle than ABC in implementations. [31–33].
agreement and emissions regulations [3], and Europe has set In addition, ORC needs its own working fluid, while the
probably the most stringent standards targeting reduction of engine air can be used in ABC as the working fluid. There-
about 4% ­CO2 yearly until 2030 [4]. fore, it seems using ABC in passenger cars is more beneficial
Internal combustion (IC) engines burning fossil fuels than ORC.
were running the industries and transportations for many The impacts of air Brayton cycle coupling to engine have
years. While it would be impossible to wipe off the IC been studied in the literature [34–37]. Nadera et al. [34] have
engines completely in the near future, continuous improve- investigated the fuel consumption reduction by employing
ments in fuel economy are required in automotive industry ABC as the waste heat recovery system in a turbocharged
to achieve the vital targets set by standards [5–9]. To achieve gasoline fueled engine. In this study, part of the engine
this goal, researchers have been working on different solu- exhaust energy was absorbed by ABC heat exchanger for
tions around the world such as using biofuel [10–15] and heating the ABC working fluid before entering the turbine.
hydrogen energy [16, 17] as well as the hybridizations and Based on the results of their work, vehicle fuel consumption
electrifications [18–20] to reduce the engine fuel consump- decreased between 5.5 and 7% by using such waste heat
tion and emissions. However, still further works are required recovery system. Song et al. [35] studied the performance
to reduce the emissions from vehicles. of ABC coupled with a turbocharged diesel engine run-
Approximately between 40 and 60% of fuel energy is ning at various engine speeds. An extra short fraction of the
wasted in IC engines through the exhaust [21, 22]. It is a engine inlet air was also shared with Brayton cycle, and it
huge share of energy especially considering the low effi- is heated by the heat exchanger installed in engine exhaust
ciency of IC engines, and there is a great potential for recov- system. The results showed that the engine fuel consump-
ering at least some of this wasted energy. Therefore, adding tion decreased between 2.6 and 4.6% at different engine
waste heat recovery (WHR) systems to IC engines could be speeds. In another similar study [37], coupling ABC to a
viable in achieving a better fuel economy as it can result in turbocharged diesel engine led to ~ 0.64 kW power recovery
increment of total engine power production and reduction at engine rated RPM.
of engine brake specific fuel consumption (BSFC) [21, 23, Analysis of thermodynamic systems using exergy will
24]. Moreover, extra electrical power will be generated by provide a comprehensive insight into the system perfor-
WHR systems which can be consumed directly or auxiliary mance and losses. While energy “cannot be created or
in the vehicles. destroyed” (first law), exergy can be lost or destroyed dur-
There are many types of thermodynamic cycles which ing different process due to the irreversibilities (second law).
can be coupled to engines as the waste heat recovery system Employing second law of thermodynamics (exergy analysis)
[25–29], and the most well-known one is the organic Rank- will reveal the energy degradations process within the sys-
ine cycle (ORC) [21, 27]. This cycle contains four compo- tem that cannot be understood from the first law (energy)
nents in which the organic working fluid circulates in a cycle analysis [38]. The exergy analysis was employed in differ-
[22]. One of the most important thermophysical properties ent energy systems including the engine research to high-
of organic fluids are their low heat of evaporation compared light the engine improvements and losses by alternation in
to other fluids, and they can be vaporized by absorbing engine and/or fuel [16, 39–43]. When exergy analysis was
heat from low-temperature heat sources [22]. Mahmoudi employed in literature, it was mainly for commonly used
et al. [21] have reported that between 21 and 25% of engine ORC cycle for waste heat recovery of heavy-duty engines
exhaust waste heat can be recovered by the employment of [40, 41, 43]. Valencia eta al. [40] investigated the impacts of
recuperative single-loop and dual-loop ORCs, respectively. coupling ORC on BSFC and exergy efficiency for a 2 MW
Salek et al. [22] have also studied the impact of ORC inte- natural gas engine. Based on their results, BSFC decreased
grating for an internal combustion engine and showed that by nearly 7.67% at engine rated RPM. Salek et al. [43] have
ORC was capable of recovering nearly 10% of wasted heat also studied a similar system in which a Kalina cycle was
from the engine exhaust in a turbocharged diesel engine. employed as the waste heat recovery system. It is reported
Additionally, the CFD analysis of turbomachines used in that system exergy efficiency can be increased between 7.2
ORC-WHR system was performed by different researchers and 7.9% by integration of the waste heat recovery system.
to find the efficient solutions for increasing the thermal effi- On the other hand, turbo-compounding systems have been
ciency of the WHR [30]. widely used for small high RPM engines which are used in
Air Brayton cycle (ABC) is another cycle also recom- vehicle propulsion systems because of their low mass [44,
mended for WHR in the literature [24, 28, 29] which may 45]. A novel turbo-compounding system was introduced by
have some advantages over ORC for vehicle engine applica- Zi et al. [42] consisting of electric-booster and turbo-genera-
tions as it is less complex. The lower number of ABC com- tor system. The engine waste heat was converted to electrical
ponents when compared to ORC means that ABC will add power by a turbine installed on engine exhaust system. The

13
Energy and exergy analysis of a novel turbo‑compounding system for supercharging and mild… 819

generated electrical power by turbine was used by electric- Table 1  Specifications of KIA Cerato engine
booster for supercharging the engine. As reported, the pro- Parameter Unit Value
duced power by turbine can be managed in their system and
exergy efficiency of vehicle propulsion system was increased Bore mm 86
by nearly 0.8%. Stroke mm 86
As demonstrated, the focus of literature on using WHR Connecting rod length mm 143.5
system was on ORC and turbocharged engines with the high Number of cylinders 4
exhaust gas pressure. However, the benefits of installing the Displacement cc 2000
ABC on naturally aspirated gasoline fueled engine have not Maximum power kW 92
been studied. Furthermore, the exergy analysis can help in Maximum speed RPM 7000
better understanding of the effectiveness of the WHR sys- Rated speed RPM 6000
tems. Therefore, in this paper, the ABC was studied as the Compression ratio 10.5
WHR system for hybridization and turbo-compounding of a
naturally aspirated sport gasoline fueled engine. The exergy
analysis was employed to explain the effect of adding turbo- torque and BSFC data were collected. The collected data
compounding system on the exergy performance parameters were used to validate the AVL model, as described in next
of the whole system. To develop this study, the experimental section.
data were collected from the original engine to benchmark The Schenck 190 kW dynamometer was used in engine
its performance. Then, the engine was modeled in AVL test room for running the engine and collecting data at vari-
BOOST software, and the model was validated against the ous conditions. In addition, the uncertainty of each measur-
experimental data. Finally, the ABC was integrated into the ing instrument is provided in Table 2.
engine to demonstrate the energy recovery from the waste
heat through the exhaust. The recovered power was used Engine mathematical model
to boost the air into the engine for producing more power,
and the performance of engine has been evaluated at rated The AVL BOOST is a 1D thermodynamic simulation soft-
engine speed. A throttle was recommended for proposed ware for numerical modeling of internal combustion engines.
ABC design to control the fraction of air entering the ABC In this paper, this software was used to model the tested
heat exchanger. The exergy analysis has been performed to engine. The model of our naturally aspirated Kia engine is
understand the effectiveness of adding ABC to the engine shown in Fig. 2. As can be seen in Fig. 2, this model consists
and finding the exergy destruction of the components. of four cylinders (C1, C2, C3 and C4 blocks) with four fuel
ports (I1, I2, I3 and I4 blocks). AC1 and CAT1 are the air
cleaner and catalyst unit components in this figure.
Methodology
The combustion model
Experimental set‑up
The Vibe two zone combustion model was used for calculat-
This study used a KIA Cerato engine, as demonstrated in ing the rate of heat release in mathematical model [47]. In
the engine test room in Fig. 1. The technical specification this combustion model, the combustion chamber is divided
of KIA Cerato engine is provided in Table 1. into two zones: burnt and unburnt zones. Therefore, the tem-
To obtain the experimental data, the engine coupled with peratures of aforementioned zones are calculated separately
an eddy current dynamometer was tested and the engine and the fraction of unburned can be calculated precisely by

Fig. 1  The KIA Cerato engine

on test bed

13
820 F. Salek et al.

Table 2  Uncertainties of measuring instruments

Parameter Unit Measuring equipment Nominal value range Uncertainty Relative uncer-
tainty/ %

Air temperature °C Dina engine connect [46] 0–100 ±2 2

Air pressure kPa Dina engine connect [46] 0–100 ±1 1
Relative Humidity % Dina engine connect [46] 5–95 ±2.5 2.63
Fuel temperature °C Dina engine connect [46] 0–100 ±0.2 0.2
Engine speed RPM Schenck 190 kW dynamometer [46] 100–7000 ±4 0.06
Engine torque Nm Schenck 190 kW dynamometer [46] 0–250 ±0.95 0.38
Engine power kW Schenck 190 kW dynamometer [46] 0–190 ±1.2 0.63
Engine fuel consumption kg h−1 Dina fuel mass flow meter [46] 1–50 ±0.25 0.5

Vibe parameter, respectively. Vibe shape parameter indicates

E1 the position of the brunt for the combustion position. Also,
Woschni model has been used for modeling of the heat trans-
fer between gas and cylinder walls [48, 49].
PL1 MP4
6 R3 7 Air Brayton cycle
9
J2
12
MP6 SB2 The air Brayton cycle is a famous thermodynamic cycle
5
8 MP5 consisting of four thermodynamic processes: compression
R2 10 11 of air in compressor (1 to 2), heating air in a heat exchanger
J3 MP7
33
4
MP9 (2 to 3), expansion of heated air in the turbine (3 to 4) and
R1 MP3 MP8 cooling the air at constant pressure (4-1) [50]. The P–V and
l1 I2 I3 I4 PL3 T–S diagrams of ABC are shown in Fig. 3. Brayton cycle is
3
MP2
the standard cycle of the gas turbine, and it is used widely
13 14 15 16 MP18 in many industries as power production heat engines such as
CL1 C2 C3 C4 32 powerplants, airplanes and multi-generation systems [50].
C1
17 19 20
In this study, the air Brayton cycle (ABC), shown in
MP1 18 PL2
2 R4 R5 R6 R7 Fig. 4, was coupled to KIA Cerato engine for WHR. A
23 24
J1 MP11
MP17 turbo-compressor was added to engine for two purposes:
31
1 21
J5
22 charging extra air to engine (supercharging) and charging
26 MP12 air to ABC. The fraction of charged air entering ABC was
R9 CAT1
SB1
controlled by a throttle [51–53] installed before ABC heat
MP10
J4
28 MP16
exchanger. In fact, this throttle controls the rate of air shared
25 between engine and ABC. When it is closed, no air will enter
MP13
R8
29 R10 30
the ABC; therefore, all of the charged air will be transferred
MP15
27
J6
to engine to provide the maximum power. When the throttle
MP14
is fully open, a small fraction of charged air is transferred
to ABC and it is warmed up by absorbing heat energy from
Fig. 2  Block diagram of engine model in AVL BOOST software
the engine exhaust in the heat exchanger. Then, it will be
expanded in turbine to generate electrical power.
using such combustion model. Fuel mass burned fraction Figure 4 presents a schematic diagram of the proposed
(x) during combustion in Vibe two zone model is expressed WHR system. As shown, the ABC recovered energy is pro-
as below: posed to produce extra electric power, while the engine is
[ ( ) ] boost up by the turbo-compounding. The proposed system
∝ −SOC m+1
x = 1 − exp −a , (1) model is also shown in AVL BOOST software in Fig. 5.
BDUR
TC1, T1 and TH1 are the turbo-compressor, turbine and
where SOC, BDUR, ∝ , m and a are the start of the com- throttle components. CO1 block is the heat exchanger where
bustion, burn duration, crankshaft angle, Vibe shape and the engine exhaust flows and some of the wasted heat is

13
Energy and exergy analysis of a novel turbo‑compounding system for supercharging and mild… 821

Fig. 3  P–V and T–S diagrams P T 3

of a standard air Brayton cycle P = Constant

2 3

Temperature
S = Constant 2 4

Pressure
1 4 1 P = Constant
S = Constant

Specific volume v Entropy S

Air
Mechanical power
Engine

3
4
Mechanical power

Exhaust

6 7
Air Air
2 Throttle

Turbocompressor Exhaust
Atmosphere
5
1 Air Heat Exchanger
Air 8
Electric generator
Atmosphere
Electric power
Turbine
9 Air

Atmosphere

Fig. 4  Block diagram of turbo-compound system

transferred to cold flow via PL4 block. The specifications exergy analysis was developed in MATLAB software. In
of the added turbo-compressor and turbine used in this exergy analysis, the air was assumed to be ideal gas in
model are shown in Table 3. In addition, ED1 component in the model. In addition, the energy and exergy analysis of
AVL model is the electric generator which converts turbine the system has been performed under the steady-state con-
mechanical power to electric power, and it is also shown in dition. The exergy balance concept was used to find the
Fig. 4 as electric generator block. exergy destruction. The exergy destruction expressions
for the main components of the system are presented in
Exergy analysis Table 4.
The exergy of fuel ( ef ) and specific exergy of engine
The data required for exergy analysis were extracted from exhaust gas ( e4 ) can be calculated from equations below
AVL software, and the engine thermodynamic model for [16, 27, 39]:

13
822 F. Salek et al.

E1 Table 5  The reference conditions for exergy analysis [39]

MC2

Parameter Unit Value

PL1
6 R3 7
MP4 Temperature (𝐓0) K 300
Pressure (𝐏0) bar 1.01325
9 12 MP6 SB2
J1
5 MP5
R2 10 11 MP18
J2 MP7 33
4
MP9
Table 6  The mole fraction Components Mole fraction/%
R1 MP8 of each air component in the
l1 l2 l3 l4 PL3
environment [39] O2 20.35
3
13 14 15 16 H 2O 3.03
CL1 C2 C3 C4 32 N2 75.67
C1
17 20
SB3 CO 0.007
2 MP3 18 19 PL2
35
R4 R5
23
R6
24 R7 CO2 0.0345
PL5 MP17
21
MP11
22 31 H2 0.00005
J4 MP22
1 26 MP12 Other 0.90845
R9 CAT1 38
MP2
MP19 J3 MP10
28 MP16
TCP1 25
34
MP1 TH1 MP13 CO1
R8 T1
(
SB1 29 30 h o
27 MC1 ef = 1.0401 + 0.1728 + 0.0432
MP14
(2)
J5 MP15
c c
( ))
MP21
s h
MP20 36 37
+0.2169 1 − 2.0628 LHV, kJ kg−1
c c
PL4
e4 = eph4 + ech4 , kJ kg−1 , (3)
ED1
where h, c, o, s, LHV, eph4 and ech4 are mass fractions of
hydrogen, carbon, oxygen, sulfur contents, lower heat-
Fig. 5  Block diagram of turbo-compound system in AVL BOOST
ing value of fuel, physical and chemical specific exergy of
software
exhaust gas at stream 4, respectively. The expressions for
calculation of physical and chemical exergies are:
Table 3  The specifications of turbo-compressor (TC) and turbine
(4)
( ) ( )
eph4 = h4 − h0 − T0 s4 − s0 , kJ kg−1
Parameter Value
xi
TC pressure ratio 1.2
∑
̄ 0
ē ch4 = RT ai ln , kJ kmol−1 , (5)
TC isentropic efficiency 0.7 x0
TC mechanical efficiency 0.9
where xi , x0 , R̄ and T0 are the mole fraction of x component,
Turbine equivalent discharge coefficient 0.045
mole fraction of x component in the environment, interna-
Turbine isentropic efficiency 0.8
tional gas constant and temperature of reference condition,
Turbine mechanical efficiency 0.98
consecutively. The exergy rate of engine heat transfer to
cooling jacket ( Ė ht ) is calculated as follows:
( )
T
Table 4  The exergy destruction expression for each component [16, ̇Eht = 1 − 0 Q̇ c , kW, (6)
27, 39] Tc
Components Expressions where Tc and Q̇ c are the average temperature of the engine
Engine Iengine = ṁ 3 e3 + ṁ f ef − ṁ 4 e4 − Ė ht − Ẇ engine
coolant and the rate of heat transfer to it, respectively. The
Turbo-compressor
reference condition for exergy analysis and the mole frac-
ITC = ṁ 1 e1 − ṁ 2 e2 + Ẇ TC
tion of the air components in the environment are provided
Heat exchanger IHEX = ṁ 4 e4 − ṁ 5 e5 + ṁ 7 e7 − ṁ 8 e8
in Tables 5 and 6. The equations for calculation of system
Turbine ITurbine = ṁ 8 e8 − ṁ 9 e9 − Ẇ Turbine
energy and exergy efficiencies are provided in Eqs. 7 and 8,
respectively.

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Energy and exergy analysis of a novel turbo‑compounding system for supercharging and mild… 823

Ẇ engine + Ẇ Turbine − Ẇ TC Therefore, the model is valid and can represent the reality
𝜂energy = (7) for further analysis.
ṁ f LHV

Ẇ engine + Ẇ Turbine − Ẇ TC Result and discussion

𝜂exergy = (8)
ṁ f ef
The effects of adding ABC as a turbo-compounding system
Ẇ engine , Ẇ Turbine , Ẇ TC and LHV are engine brake power, tur- in engine at different parameters were evaluated by solving
bine output power, turbo-compressor and fuel lower heating the AVL model in AVL BOOST software at rated condi-
value, consecutively. tion (6000 RPM). The thermophysical properties at different
measure points were then extracted from AVL and exported
to MATLAB software for exergy analysis.
Figure 7 shows the impacts of ABC throttle angles
Validation on engine and ABC air mass flow rates. The throttle was
employed for controlling the mass flow rate of air between
The experimental data obtained by testing the engine in engine and ABC by providing a flexible system in which
the test bed were compared to AVL model data for valida- the amounts of electrical power generation of WHR system
tion of AVL model. Based on the results of comparison (ABC) and extra mechanical power produced by engine can
which are shown in Fig. 6, the maximum error of AVL be controlled and adjusted in different conditions. When
model is below 8% (less than 5% in most of the speeds). throttle angle was at 0 degree (i.e., it was closed), no air
passed through the ABC system and it was on standby. The
rate of air mass flow through engine decreases by increase
in the throttle angle which leads to charging some of the
turbocharged air into the ABC cycle (see Fig. 7).
(a) The heat exchanger backpressure in various ABC throttle
positions is shown in Fig. 8. The backpressure decreased
from nearly 23.75 to 23.15 kPa by increment of ABC throttle
angle from 0 up to 90°. The engine power loss due to back-
pressure burden on engine is calculated by AVL BOOST and
applied in final calculations.
The variation of engine and turbo-compressor power
at different ABC throttle positions is shown in Fig. 9. The
engine mechanical power is changed from 111.8 kW to
nearly 110.5 kW by changing the ABC throttle position
between 0° and 90°. The engine power decreased minimally
(1.16%) by increment of throttle angle which led to charging

(b)
–

Fig. 6  Comparison of engine torque (a) and BSFC (b) in various Fig. 7  Engine and ABC air mass flow rates in various ABC throttle
RPMs of AVL model with experimental tests positions

13
824 F. Salek et al.

Fig. 8  The heat exchanger backpressure various ABC throttle angles Fig. 10  Extra engine mechanical power output in various ABC throt-
tle positions

Fig. 9  Engine power output and turbo-compressor power consump-

tion in various ABC throttle positions

Fig. 11  ABC turbine electrical power generation in various ABC

less air into the engine and more air into the ABC cycle.
throttle positions
Furthermore, the turbo-compressor power consumption
increased by increase in the throttle angle. This is due to the
increment of backpressure in whole system, as more power of sharing of the compressed air between engine and ABC
is needed for turbo-compressor to compensate the backpres- cycle.
sure of the installed ABC components. The potential electrical power produced by ABC tur-
Figure 10 indicates the extra power available for the bine at different ABC throttling positions is demonstrated
engine by installing the turbo-compressor which acts as in Fig. 11. There is a potential of recovering up to 1.1 kW
a supercharging system at various ABC throttle angles. It from the exhaust at rated condition. The generated electri-
should be noted that turbo-compressor power is provided cal power showed a rising trend by increase in the throttle
mechanically from engine. The extra mechanical power of angle due to the charging of more air into the ABC cycle for
17 kW was produced (~ 18% increase in engine power) by producing more electrical power.
adding turbo-compressor compared to the original naturally Figure 12 shows the BSFC variation of supercharged
aspirated engine when the ABC throttle was completely and naturally aspirated engines as compared to ABC throt-
closed. AF ratio is assumed to be constant; therefore, by tle angle. As it can be seen, the BSFC increases slightly by
increase of the air mass flow rate, the fuel mass flow rate increase in the throttle angle to 30° due to the reduction of
increases which results in production of more power by the engine power in supercharged engine. The minimal ABC
supercharged engine. Furthermore, as shown in this figure, power production will not overweight the engine power
the generated extra power decreased from 17 to ~ 15.7 kW loss (due to the backpressure and lowering air mass flow
by changing the ABC throttle to fully open as the result rate) at this throttle position. On the other hand, the BSFC

13
Energy and exergy analysis of a novel turbo‑compounding system for supercharging and mild… 825

–
–

Fig. 12  BSFC of naturally aspirated and supercharged engine at vari- Fig. 14  Exergy efficiencies of naturally aspirated and supercharged
ous ABC throttle positions engine at various ABC throttle positions

Fig. 13  Energy efficiencies of naturally aspirated and supercharged Fig. 15  The Exergy destruction of whole system and engine in vari-
engine at various ABC throttle positions ous ABC throttle angles

decreased to nearly 318.5 g kWh−1 when the throttle angle increase in ABC throttle angle, both exergy and energy effi-
increased from 30 to 60°. The minimum of BSFC was hap- ciencies of system are increased. Therefore, activation of
pening at ABC throttle between 60 and 90° as demonstrated ABC system resulted in increase in supercharged engine
in Fig. 12. By comparing the naturally aspirated engine and energy and exergy efficiencies. It can be inferred from
supercharged engine (with ABC), it was found that engine Fig. 14 that the amount of exergy improvement of turbo-
BSFC was slightly improved (~ 1%) by adding the turbo- compounding system is similar to previous study of turbo-
compound system. compounding system conducted by Zi et al. [42].
Figures 13 and 14 indicate the exergy and energy efficien- The exergy destruction is another important parameter
cies trends of naturally aspirated engine and supercharged demonstrating how efficient a component is operating and
engine (with ABC) by changing ABC throttling position. As if there is a room for improvement. The exergy destruction
shown, employment of turbo-compound system improved of the total system including engine, turbo-compressor and
both the exergy and energy efficiencies slightly (nearly 1%) ABC components as well as the engine block itself is pre-
in supercharged engine compared to original naturally aspi- sented in Fig. 15 and compared to original exergy destruc-
rated engine. Since employing supercharger and injecting tion of the naturally aspirated engine. As shown, both engine
more air corresponds to burning more fuel at constant air/ and total exergy destruction were decreasing by ABC throttle
fuel (AF) ratio, as expected, the exergy and energy efficien- position. In general, by adding more components, we should
cies have not been changed considerably. Furthermore, by expect more total exergy destruction when comparing the

13
826 F. Salek et al.

led to production of up to 1.1 kW extra power which can

be used for parasitic loads or powering a battery in mild
hybridization. The main conclusion drawn from this paper
can be listed as:

• Adding turbo-compressor increased the engine power

output approximately between 16 and 18%.
• The turbo-compressor power consumption increased by
increment of ABC throttle angle
• The engine power output can be controlled by ABC throt-
tle position and it reduced by about 1.3 kW when ABC
throttle gets fully open.
• The ABC turbine was capable of producing up
to ~ 1.1 kW electrical power at the engine rated speed.
• Adding turbo-compound system to engine resulted in
Fig. 16  The exergy destruction of heat exchanger, compressor and small reduction in BSFC of about 1%.
turbine in various ABC throttle angles
• The system energy and exergy efficiencies increased
slightly by adding turbo-compound system. This can be
original and modified engines. Comparing the engine block optimized by adjusting the AF ratio in future research.
for naturally aspirated engine and supercharged engine, the • The average exergy destruction of engine, heat exchanger,
exergy destructions of supercharged engine were moderately turbo-compressor and turbine were 239, 9.9, 0.95 and
higher. It happened because extra air was transferred into the 0.2 kW, respectively.
engine by supercharger resulted in injection of more fuel • The backpressure caused by installing the heat exchanger
(at constant AF ratio) which led to increment of the exergy on engine exhaust system was between 23.1 and
destruction. 23.8 kPa, at different throttle positions.
Figure 16 demonstrates the exergy destruction for each
of the ABC components at various throttle positions. The
exergy destruction of the heat exchanger decreased slightly Acknowledgements AVL List GmbH support for proving the simula-
tion tools for University of Salford through their University Partner-
by the increase in ABC throttle angles due to the reduc-
ship Program is greatly appreciated. Special thanks to Dina Motors
tion in engine power production. However, a small increase company for their support during this research.
in turbo-compressor and turbine exergy destructions was
observed by increase in the ABC throttle angle which is Open Access This article is licensed under a Creative Commons Attri-
resulted from increase in ABC charging air and power bution 4.0 International License, which permits use, sharing, adapta-
tion, distribution and reproduction in any medium or format, as long
generation.
as you give appropriate credit to the original author(s) and the source,
provide a link to the Creative Commons licence, and indicate if changes
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using a KIA Cerato engine which was modeled numerically
in AVL BOOST software. The results of modeling were
compared to experimental data for validation. Additionally,
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