On November 16, 1905 Swiss engineer Alfred Buchi receivedcertificate № 204630 from the Imperial Patent Office of the GermanReich. This document is issued for an invention that is described as”internal combustion engine, comprising inflator (turbinecompressor) piston engine and turbine in a consistent layout.”
From the official birthday of the turbocharger it is more than a century. Today he is considered as a natural attribute of modern engines that emblems “Turbo” in the 70s, which manufacturersstress turbulent disposition of the first models with forced inductionis seen as a nice archaic. Since that November day in 1905, however, must pass water quite as simple in theory have a device in practice.
The problem with higher power involved car designers from the foundation of this profession. The laws of physics state that the engine thrust is directly dependent on the amount opolzlotvoryavano fuel per operating cycle. The more it burns, the more power. At first glance it appears that if you pour enough gasoline or diesel horsepower under the hood can be expanded indefinitely. The work, however, is that needed for combustion in the cylinders and oxygen enters not a clean fuel and fuel-air mixture. Moreover, its components must be in fixed proportion. Depending on the characteristics of various gasoline engines of some fuel may fall say 10-15 parts of air and diesel need more oxygen. Not applicable engineering knowledge to assess, it is quite air and increases the flow of fuel supplied to achieve greater output volume increased proportionately. The traditional internal combustion engine is supplied with oxygen required for the difference between self-pressure cylinders and the atmosphere. The result is directly related – the higher is the working volume, the more air must be admitted to the engine. Americans follow this natural logic by constructing large displacement engines and umopomrachavasht fuel. But is there a way to score more air in the same displacement?
This question raises another Gottlieb Daimler, who ponaznayva this and that for internal combustion engines. In 1885 he invented a device like a fan, which is driven directly by the crankshaft of the engine and pressed into cylinders of fresh air. 20 years later, said Alfred Buchi develops the idea. He works as a designer of diesel engines in Sulzer Bros. and clearly irritated by the low power of otherwise serious and huge engines. Not his morals and decision supercharged because it is removed from the motor torque. Occurs to him that can use the energy of the exhaust. Like any genius invention, and it is quite simple. As the wind turns the windmill blade and air flow of unwanted gases can be driven supercharger blades.The difference lies only in that they are much more numerous, but the wheel on which they are attached, is much less. It is called the turbine rotor and is fixed to the shaft of the compressor. Exhaust gases spin the rotor, and he – the compressor, which as a “fan” supplies additional air cylinders. The very term “turbo” better describes the process through its constituent Latin word “turbo” (“vortex”) and “compressio” (“squeeze”).
Supplied to the air cylinder is heated by compression, friction between the parts of the compressor and the high temperature exhaust gases. To achieve higher efficiency, it must be cooled.Thus, its density increases and allows for easier compression of more oxygen in the combustion chamber. This is done using the intercooler, aka intercooler. It is a radiator mounted on the path of air from the turbocharger to the cylinders.
The more exhaust gas within the turbine, the faster it rotates. The additional quantity of the air increases the power and the process is significantly more effective than mehaninchiya analogue.Turbocharger spend incomparably less than the engine power than drives the crankshaft inflator – only 1.5%. The rotor does not draw energy from slowing the flow of exhaust gases and of cooling them.At the exit of the turbine, they move with almost the same speed, but colder. Moreover, used to thicken the air increases the energy efficiency of the engine because otherwise simply would be lost.Generating more power from less displacement in turn means less friction losses and lower weight of the engine. The complex of these advantages make cars more fuel efficient turbo compared with atmospheric sets with similar power. Sounds like perfect happiness, but not everything is so simple. Turbocharger and hiding problems.
The rotation speed of the turbine can reach unimaginable 200 000 r / min and the temperature of exhaust sometimes up to 1000 degrees Celsius. To create a compressor, able to withstand such loads for long periods, is not easy and inexpensive job. This explains why the turbo going into large-scale equipment only during the Second World War and only in aviation. Over 50 engineers of the American company Caterpillar managed to adapt it for their tractors and designers to create the first Cummins turbodiesel for trucks. Serial cars with this type supercharger appear more later.This happened in 1962 when almost simultaneously presented Oldsmobile Jetfire and Chevrolet Corvair Monza. Alas, the technological complexity of their construction and the high price is not the only ones of their shortcomings. The efficiency of the turbocharger depends very high degree of operating modes of the engine. At low speeds the exhaust is not enough, the rotor rotates slightly and pressure hardly powered engine with additional air. By about 3000 rev / min capacity is lacking, then 4-5000 occurs a sudden jump in thrust and a real “kick” in the acceleration. The phenomenon is called “turbo gap”. The larger the compressor is, the longer the effect lasts her. Therefore liter engines with high power and high pressure turbines suffer from this serious flaw, but such low are spared him, but their power does not increase much.
Solution to the hole turbo scheme gives consistent supercharger. It consists of a small lower inertia turbo that boosts power at low revs.In reaching higher when the pressure of exhaust gas increases, includes a second, larger supercharger. Such a system is used in the construction of superkara Porsche 959, and today is used in a turbodiesel BMW. In petrol engines of Volkswagen as a small compressor is covered by a mechanical supercharger.
In-line engines often given the decision by a single compressor with twin cylinder machine (Twin Scroll). Each of its two “snail” is full of different groups of cylinders, but both made air to a turbine, making it effective acceleration at low and at high speed.
More commonly found structures with two identical supercharger serving alongside individual cylinder groups. Such a scheme is typical of V-type engines, each of which two units has its own turbo.A version of this construction are eight-cylinder motors M GmbH, which is equipped BMW X5 M and X6 M. They are equipped with a crossover exhaust manifold that allows Twin Scroll compressor draws exhaust gases from the cylinders of the two units working in protivofaza.
The variable geometry of the working parts turbonagnetatelya is another way to achieve efficiency throughout the rev range the engine. Special blades inside the “snail” change position depending on the speed of the crankshaft and the shape of the nozzle varies. The result is “superturbina” which supplies the engine with additional air at any speed. This idea is not new, but its realization became possible recently. Initially, variable geometry turbochargers found application in diesel engines because of their temperature exhaust gas is lower. An example of such a gasoline car with a Porsche 911 supercharger.
The wide use of turbochargers in recent years is explained not only by increasing the power, and the potential in the field of environmentand reduce fuel consumption. Enormous potential for reducingemissions explains why today virtually no diesel engines withoutsupercharger. With gasoline engines did Supercharger easilybecome the most modest malolitrazhki a real axis of the road.
Rotor compressor
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