In 1936, Dr. Werner Theodor von der Nuell started to research the first variable-geometry turbochargers (also known as variable-nozzle turbines) at the Laboratory for Aviation in Berlin. Contact online >>
In 1936, Dr. Werner Theodor von der Nuell started to research the first variable-geometry turbochargers (also known as variable-nozzle turbines) at the Laboratory for Aviation in Berlin,...
In an internal combustion engine, a turbocharger (also known as a turbo or a turbosupercharger) is a forced induction device that is powered by the flow of exhaust gases. It uses this energy to compress the intake air, forcing more air into the engine in order to produce more power for a given displacement .
The History of Turbocharging can be traced back to the late 19th century. During this period, visionaries like Gottlieb Daimler and Rudolf Diesel experimented with forced induction. However, Swiss Mechanical Engineer Alfred Buchi etched his name in history. In 1896, Buchi''s pioneering spirit led to the submission of the first patent for a
In fact, a lot of early turbocharged cars were European - cars such as the Porsche 930, Saab 99 Turbo and the BMW 2002 Turbo. However, the first car to ever get boost was as American as apple...
In an internal combustion engine, a turbocharger (also known as a turbo or a turbosupercharger) is a forced induction device that is powered by the flow of exhaust gases. It uses this energy to compress the intake air, forcing more air into the engine in order to produce more power for a given displacement.[1][2]
The current categorisation is that a turbocharger is powered by the kinetic energy of the exhaust gases, whereas a supercharger is mechanically powered (usually by a belt from the engine''s crankshaft).[3] However, up until the mid-20th century, a turbocharger was called a "turbosupercharger" and was considered a type of supercharger.[4]
Prior to the invention of the turbocharger, forced induction was only possible using mechanically-powered superchargers. Use of superchargers began in 1878, when several supercharged two-stroke gas engines were built using a design by Scottish engineer Dugald Clerk.[5] Then in 1885, Gottlieb Daimler patented the technique of using a gear-driven pump to force air into an internal combustion engine.[6]
Turbochargers were used on several aircraft engines during World War II, beginning with the Boeing B-17 Flying Fortress in 1938, which used turbochargers produced by General Electric.[10][19] Other early turbocharged airplanes included the Consolidated B-24 Liberator, Lockheed P-38 Lightning, Republic P-47 Thunderbolt and experimental variants of the Focke-Wulf Fw 190.
The first practical application for trucks was realized by Swiss truck manufacturing company Saurer in the 1930s. BXD and BZD engines were manufactured with optional turbocharging from 1931 onwards.[20] The Swiss industry played a pioneering role with turbocharging engines as witnessed by Sulzer, Saurer and Brown, Boveri & Cie.[21][22]
Automobile manufacturers began research into turbocharged engines during the 1950s, however the problems of "turbo lag" and the bulky size of the turbocharger were not able to be solved at the time.[8][13] The first turbocharged cars were the short-lived Chevrolet Corvair Monza and the Oldsmobile Jetfire, both introduced in 1962.[23][24] Greater adoption of turbocharging in passenger cars began in the 1980s, as a way to increase the performance of smaller displacement engines.[10]
Like other forced induction devices, a compressor in the turbocharger pressurises the intake air before it enters the inlet manifold.[25] In the case of a turbocharger, the compressor is powered by the kinetic energy of the engine''s exhaust gases, which is extracted by the turbocharger''s turbine.[26][27]
The main components of the turbocharger are:
The turbine uses a series of blades to convert kinetic energy from the flow of exhaust gases to mechanical energy of a rotating shaft (which is used to power the compressor section). The turbine housings direct the gas flow through the turbine section, and the turbine itself can spin at speeds of up to 250,000 rpm.[28][29] Some turbocharger designs are available with multiple turbine housing options, allowing a housing to be selected to best suit the engine''s characteristics and the performance requirements.
A turbocharger''s performance is closely tied to its size,[30] and the relative sizes of the turbine wheel and the compressor wheel. Large turbines typically require higher exhaust gas flow rates, therefore increasing turbo lag and increasing the boost threshold. Small turbines can produce boost quickly and at lower flow rates, since it has lower rotational inertia, but can be a limiting factor in the peak power produced by the engine.[31][32] Various technologies, as described in the following sections, are often aimed at combining the benefits of both small turbines and large turbines.
Large diesel engines often use a single-stage axial inflow turbine instead of a radial turbine.[citation needed]
Another common feature of twin-scroll turbochargers is that the two nozzles are different sizes: the smaller nozzle is installed at a steeper angle and is used for low-rpm response, while the larger nozzle is less angled and optimised for times when high outputs are required.[36]
Variable-geometry turbochargers (also known as variable-nozzle turbochargers) are used to alter the effective aspect ratio of the turbocharger as operating conditions change. This is done with the use of adjustable vanes located inside the turbine housing between the inlet and turbine, which affect flow of gases towards the turbine. Some variable-geometry turbochargers use a rotary electric actuator to open and close the vanes,[37] while others use a pneumatic actuator.
An electrically-assisted turbocharger combines a traditional exhaust-powered turbine with an electric motor, in order to reduce turbo lag. This differs from an electric supercharger, which solely uses an electric motor to power the compressor.
The compressor draws in outside air through the engine''s intake system, pressurises it, then feeds it into the combustion chambers (via the inlet manifold). The compressor section of the turbocharger consists of an impeller, a diffuser, and a volute housing. The operating characteristics of a compressor are described by the compressor map.
Some turbochargers use a "ported shroud", whereby a ring of holes or circular grooves allows air to bleed around the compressor blades. Ported shroud designs can have greater resistance to compressor surge and can improve the efficiency of the compressor wheel.[38][39]
The center hub rotating assembly (CHRA) houses the shaft that connects the turbine to the compressor. A lighter shaft can help reduce turbo lag.[40] The CHRA also contains a bearing to allow this shaft to rotate at high speeds with minimal friction.
Some CHRAs are water-cooled and have pipes for the engine''s coolant to flow through. One reason for water cooling is to protect the turbocharger''s lubricating oil from overheating.
The simplest type of turbocharger is the free floating turbocharger.[41] This system would be able to achieve maximum boost at maximum engine revs and full throttle, however additional components are needed to produce an engine that is driveable in a range of load and rpm conditions.[41]
Additional components that are commonly used in conjunction with turbochargers are:
Methods to reduce turbo lag include:[citation needed]
A similar phenomenon that is often mistaken for turbo lag is the boost threshold. This is where the engine speed (rpm) is currently below the operating range of the turbocharger system, therefore the engine is unable to produce significant boost. At low rpm, the exhaust gas flow rate is unable to spin the turbine sufficiently.
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