charge air subcooling in a diesel engine via refrigeration unit effects on the turbocharger equilibrium

Abstract The stringent regulations on fuel saving and emissions reduction in the transportation sector have become game-raisers in the development of present internal combustion engines for road applications, even if under-the-hood space constraints, downsizing and down-weighting prevent from adopting radical changes in the engine layout. Charge air cooling is the standard in present turbocharged diesel engines, to the point that a dedicated heat exchanger, fed by environmental air, is located downstream the compressor. The paper proves the option of an additional cooling through the cabin-heating unit - usually over-sized with respect to normal operation - very effective to increase charge air density and improve cylinder filling. The intercooler downstream the compressor would be provided with a lower thermal load, hence calling for smaller heat exchange surfaces, leading to reduced weight, space saving and no increased layout complexity. By pushing this idea forward, a properly sized cabin-heating unit could even supply enough air cooling to replace the intercooler instead of just assisting it, further raising the weight/space/layout advantages. In presence of an additional heat exchanger, the cooling efficiency would be no longer related to the vehicle speed and the benefit in terms of cylinder filling could be kept to the desired value on a wider operating range for the engine. Plus, the lower combustion temperatures associated with both a colder air and a more diluted charge approaching the chamber would also result in a more regular combustion process, in spite of a moderate penalty on the thermodynamic efficiency. The additional fuel consumption to compress the cooling fluid is always offset by the fuel saving with respect to normal operation and a beneficial effect is appreciated on emissions. Nonetheless, major variables to account for when evaluating the feasibility of such a layout are (i) the impact it has on the equilibrium of the turbocharger, i.e. on the efficiency at each operating point, (ii) to what extent the presence of a colder air affects the turbine/compressor matching and (iii) the rack position the ECU fixes at the VGT, to face both pressure losses at the additional evaporator and the different enthalpy content for both the air at the compressor outlet and the exhaust gases at the turbine inlet. A comprehensive experimental activity supported by a detailed 1D model of the engine unit, aimed at assessing the benefits of the air under-cooling, allowed to select the most appropriate cooling layout and, once validated based on the experimental evidence, to investigate the equilibrium at the turbocharger