VOL. 10, NO.

1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

MULTISTAGE TURBOCHARGING SYSTEMS FOR HIGH ALTITUDE

FLIGHT WITH COMMON RAIL DIESEL ENGINES
Luca Piancastelli and Leonardo Frizziero
Department of Industrial Engineering, Alma Mater Studiorum University of Bologna, DIN - viale Risorgimento, Bologna, Italy
E-Mail: [email protected]

ABSTRACT
A Fiat 1.9jtd diesel engine has been extensively reviewed to output 300HP. This paper introduces a multiple stage
turbocharging system that uses commercial turbocharger, taken from the catalogue of a popular manufacturer. The
calculation method and the problem connected are widely discussed. Along with the problem that may arise in using these
off the shelf unit. The quite heavy result advice the user to adopt ad-designed turbochargers for this task.
Keywords:

INTRODUCTION
The research in the field of engines is aimed to
the design and implementation of engines with increasing
power to weight ratio, with reduced costs and with the
restore altitude higher possible. In this context the project
of the conversion of the Direct Injection Diesel (DID)
FIAT 1.9 Jtd 8V (8 Valves) is a very interesting. Thanks to
the innovations made in recent years in the compressionignition engines, the power to weight ratio of these
engines has been greatly increased. This fact, together
with their very good efficiency has led to a great interest
for aerospace applications. For all the above factors, but
particularly to enable a higher restoring altitude, it was
decided to study a multistage turbocharging system.
This solution has the drawback of a greater
complication and higher total mass.
In this paper we intend to proceed with the design
of a supercharging system that can guarantee full power
restoration even at very high altitude for HALE (High
Altitude Long Endurance) UAVs (Unmanned Aerial
Vehicles).
It 'should be noted that the commercial offer in
this field, it is very scarce and it is largerly non-compliant
with fuel economy requirements for a long duration of
flights.
For this reason, the system proposed in this
paper, once designed and developed, may prove to be
satisfactory in a field where the concurrency is nearly
absent.
Evolution of the project
In this section we briefly summarize the various
stages of evolution of the project to develop a DID, based
on the 1900 FIAT JTD engine, capable of a power output
of 300 HP.
Clearly, this development had to comply with
certain constraints imposed by the type of engine choice.
The engine displacement (1910 cc) and the in-line
arrangement of the cylinders should be kept as well as the
same cast iron crankcase of the original engine, for
obvious economic reasons. This choice imposes to keep
similar dimensions of the main crankshaft journal bearings
and consequently a certain difficulty is to obtain consistent

lightening of this organ. Fortunately maximum power

output is required at high rpm so journal bearing loads due
to combustion are partially reduced by inertia load.
However the use as many original components, in
particular pistons and connecting rods. may lead to
important economic advantages, but reduces the maximum
allowed pressure the combustion chamber since the
original piston resist up to a maximum 180 bar.
Initially the aim of the project was only a new
design of a special steel crankshaft 300 M, able to reach
the required power of 300HP at 3800 rpm. This result an
be achieved by using the new bimetallic pistons can
withstand a peak pressure in the combustion chamber of
240 bar (see Figure-1).

Figure-1. New bimetallic piston.

Also the connecting rods have been redesigned.
The H-beam design is substantially stronger and lighter
than the T-shaped OEM equipment, allowing the engine to
rev quicker and hold up to the demands of high boost
applications. The new titanium alloy rods have a mass of
0.457 kg instead of the original 0.653 kg (Figure-2).

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VOL. 10, NO. 1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com
(EngineCC/16.39) * (RPM/2) * VE
FR = ----------------------------------------- * 0.069*PR=33.84 [lb/min]
1728

Figure-2. New titanium alloy connecting rod.

The original cranckshaft was replaced by a new
one with increased journal bearing diameters and
increased fillet radii (see Figure-3).
Common rail injection
New up-to-date injection system, with a
maximum pressure of 2000 bar and an increased dynamic
behaviour has been installed. This new arrangement makes
it possible to improve the max rev from 4400 to 5000 rpm,
in order to improve output the output power
The power of 300HP that can be obtained with
higher pressures (240 bar) in the combustion chamber with
the use of bimetallic pistons at 3800rpm, can be nearly
reached with the original pistons at 5000rpm with slight
improvements on pistons. Mono dimensional simulation of
the 1900 jtd engine showed that an output power of 293
HP can be reached with and inlet manifold pressure of
293.5 HP at 5000 rpm.

(1)

Choice of the turbochargers

The original supercharging systems of 1.9 Jtd
FIAT is a system designed for use at limited altitude and it
is not suitable for the aeronautical use.
The compressors, at high compression ratios,
may discharge air at temperatures of 250 or even 300 C.
An increase in temperature in the air intake of 610C decreases the power of the engine 1%, depending on
the engine cooling system. This means that a tubocharged
DID at an altitude of 7600m, if not aftercooled, would
output a power equal to 80% of that at sea level.
However, in our case, if an increase in restoration
altitude is needed, the supercharger system should be
strengthened, in order to compensate the thinning of air
and feed the engine with the same pressure and the same
air density of sea level.
In our case, since the required manifold pressure
is 3.93 bar, and then estimating the loss of pressure due to
an aftercooler in about Pi=0.3 bar, the discharge pressure
from the last compressor of the group must be at least 4.23
bar. This should happen at the restoration altitude require
(20, 000m ISA+0). No filter is to be used at this altitude
(Pf=0). The ram air intake effect is neglected.
Design preliminaries
We proceed now to the evaluation of the
thermodynamic system at 20000m. This is an example on
how to design a complex turbocharging system for a very
high altitude engine using the standard US compressor
maps. As usual the turbocharging system is taken as a
whole, coupled with its own turbine, as supplied by the
manufacturer.
At 20 km the pressure in the atmosphere is
AP=5475 Pa (0.79 psi), then the pressure ratio is:
Ps
R = ----------- = 18.5
Pa

(2)

The overall compression ratio required is then

PR = R*Pi = 18.5*4.23 = 78.25

(3)

The Actual Flow, as calculated above (1), is

FR=33.84 lb/min. Ambient Air Temperature AAT at
20000m is -56.5C (-69.7F). Starting from this data we
calculate the Corrected Flow Rate CFR at 20, 000 m is:

Figure-3. New crankshaft.

The actual flow calculated with this simulation of
920 kg/h, can be calculated with the Garrett formula of the
theoretical (uncorrected) flow rate with a VE (Volumetric
Efficiency) of 0.75 (1).

(AAT/545)
CFR = FR*----------------------- -= 503.14
AP / 13.95

(4)

At this point is inevitable to choose the largest

compressor available from the Garrett catalogue, ie the
GT60, which elaborates 150 lb/min with acceptable
efficiency (see Figure-4). For the first compression stage It

371

VOL. 10, NO. 1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com
then necessary to use at least three GT60. These
turbochargers work in parallel and will elaborate an equal
CFR (5):
flow rate equal to:
CFRs=CFR/3=167.71

(5)

With this flow rate value the compression ratio

obtainable from the first stage with three GT60 is (Figure4):
P1
beta1 = ------ = 3.6
Pa

(6)

In these conditions the GT60 has an efficiency

nc=0.7, the compressed air output temperature will be
80C, and the output pressure equal to 19706 Pa.
We will proceed in a similar way for the next
compression stages up to the final manifold pressure
Pm=4.23 bar.
For the second compression stage, we then
calculate the new flow rate, with the reduced compression
ratio, with AAT=80C=176F= (176+460)F absolute and
AP=Pa/beta1=2.85 psi:
(AAT/545)
CFR=FR*------------------------=178.34
AP / 13.95

(7)

Again we have to use a single GT60 for the

second stage. Since the flow rate is practically the same,
we have
P2
beta2 = ------ = 3.6
P1
and an efficiency of nc = 0.7.

(8)

Figure-4. Garrett GT60 Compressor Map

(low pressure stage).
The outlet temperature from the second stage is
287.4C. This temperature is too high for an aluminum
alloy compressor, so a titanium alloy wheel is needed. It is
also necessary to use an intercooler to lower this
temperature. Assuming that the intercooler has a minimum
uses a T=25C to exchange heat to the outside, the inlet
temperature to the third stage is:
T2=Ta+ T=-56.5+25=-31.5C=-24.7F

(9)

To take into account of the pressure drop of this

intercooler Beta2 is then reduced from 3.6 to 3.5. The
output pressure of the second stage becomes (9)
P2=P1*3.5=68983

(10)

the new CFR is then 50 lb/min.

In this condition the GT40 can with a beta3=4
(see Figure-5).

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VOL. 10, NO. 1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com

Figure-6. GT 15 compressor map.

Figure-5. Garrett GT40 compressor map.

The outlet temperature from the third stage is
then T3=299C. Again we need a titanium alloy
compressor wheel and an intercooler. Outlet temperature
from the intercooler is again T2 and again we reduce beta3
to 3.9.
The output pressure from the third stage is then
269036 Pa with CFR=13 lb/min (AAT=435.4Fabsolute,
AP=39psi).
At this point the necessary beta4 can be
calculated. The wastegate will keep this value constant
through the flight;

For the whole system see Figure-7. The

intercooler between the first and the second stage in
necessary for intermediate flight levels and power settings
between 10, 000m and 20, 000m.

beta4=PR/P3=1.6
A GT15 will be sufficient in this case (see Figure-6).

Figure-7. Turbocharging system from 17500m to 2000m.

CONCLUSIONS
In order to keep the output power constant up to
20000m, even small engines require large turbochargers.
For a 1.9L 300HP common rail DID, it is necessary to use
a 4 stage turbocharging system. The first stage should use
3, very large turbochargers. To avoid excessive weights, it
will be necessary to use lightweight inconel alloy casings
instead of the original cast-iron ones. In this case it is
better
to
design
ad-hoc
high-compressor-ratio
turbochargers. It will then possible to reduce the number
of stages to 3. In any case, intercoolers should be adopted

373

VOL. 10, NO. 1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com
from stage to stage, with the possibility of a bypass also
for the aftercooler, like in this case.

[4] L. Piancastelli, L. Frizziero, I. Rocchi. 2012. An

innovative method to speed up the finite element
analysis of critical engine components. International
Journal of Heat and Technology. 30(2): 127-132.
[5] L. Piancastelli, L. Frizziero, I. Rocchi. 2012. Feasible
optimum design of a turbocompound Diesel Brayton
cycle for diesel-turbo-fan aircraft propulsion.
International Journal of Heat and Technology. 30(2):
121-126.
[6] L. Piancastelli, L. Frizziero, S. Marcoppido, A.
Donnarumma, E. Pezzuti. 2011. Fuzzy control system
for recovering direction after spinning. International
Journal of Heat and Technology. 29(2): 87-93.
[7] L. Piancastelli, L. Frizziero, S. Marcoppido, A.
Donnarumma, E. Pezzuti. 2011. Active antiskid
system for handling improvement in motorbikes
controlled by fuzzy logic. International Journal of
Heat and Technology. 29(2): 95-101.

Figure-8. GT15 compressor map.

The final temperature is 21.4C and the
aftercooler should be bypassed. It is chosen a value of 10
bars, assuming a high backpressure drain. This fact, by the
way, will reduce the volumetric efficiency of the engine.
In fact, no valve overlap is allowed. This will affect the
Specific Fuel Consumption of the engine. If it is necessary
to keep the same efficiency it is necessary to keep the
exhaust backpressure equal or better lower than intake
pressure.
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VOL. 10, NO. 1, JANUARY 2015

ARPN Journal of Engineering and Applied Sciences

ISSN 1819-6608

2006-2015 Asian Research Publishing Network (ARPN). All rights reserved.

www.arpnjournals.com
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Symbols
Symbol
Pm
P1
P2
T2
nc
R
PR
Pa
Ta
P0
Pi
Pf
CFR
CFRs
EngineCC
VE
AAT
AP
RPM

Description
Manifold pressure
Pressure outlet first compression stage
Pressure outlet second compression stage
Temperature oulet from the intercooler (second stage)
Compressor adiabatic efficiency
Pressure ratio
Total compressor pressure ratio
Ambient pressure (20,000m)
Ambient temperature (20,000m)
Sea level pressure
Aftercooler+intake-duct pressure loss
Filter pressure loss
Corrected Flow Rate (Garrett)
Corrected Flow Rate single turbocharger (Garrett)
Engine Displacement
Engine Volumetric Efficiency
Absolute Air Temperature
Ambient Pressure
Revolutions x minute

Unit
bar
Pa
Pa
K
Pa
C
Pa
Pa
Pa
lb/m
lb/m
cc
F+460
psi
1/min

Value
4.23

5475
56.5
101325
30000
0

1910
0.75

5000

375