CN105358802A - engine turbo system - Google Patents
engine turbo system Download PDFInfo
- Publication number
- CN105358802A CN105358802A CN201480032380.5A CN201480032380A CN105358802A CN 105358802 A CN105358802 A CN 105358802A CN 201480032380 A CN201480032380 A CN 201480032380A CN 105358802 A CN105358802 A CN 105358802A
- Authority
- CN
- China
- Prior art keywords
- air
- turbine
- engine
- motor
- compressor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 claims description 22
- 238000005096 rolling process Methods 0.000 claims 1
- 239000007789 gas Substances 0.000 description 17
- 239000000446 fuel Substances 0.000 description 13
- 239000006200 vaporizer Substances 0.000 description 11
- 239000012530 fluid Substances 0.000 description 7
- 238000006243 chemical reaction Methods 0.000 description 6
- 238000007906 compression Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 230000006835 compression Effects 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 239000002912 waste gas Substances 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 3
- 230000002349 favourable effect Effects 0.000 description 3
- 238000010304 firing Methods 0.000 description 3
- 239000001301 oxygen Substances 0.000 description 3
- 229910052760 oxygen Inorganic materials 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 239000000945 filler Substances 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000000314 lubricant Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 229910052751 metal Inorganic materials 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 229910001018 Cast iron Inorganic materials 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000008021 deposition Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000004513 sizing Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000012932 thermodynamic analysis Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
A turbocharging system (100) of an engine, comprising: a central body (101) on which the turbine (102) and the compressor (103) are mounted and coupled to a same shaft (104); and at least two flange diffusers (110) connected to two venturi tubes (105) comprised in the central body (101) and ending in nozzles (106). The turbocharger system (100) is interposed between an air engine filter (120) and an engine throttle unit (130), the turbine (102) receiving engine intake air output by the air filter (120) from a nozzle (106), a flow rate of the air filter determining operation of the turbine (102) and operation of the compressor (103) via a shaft (104).
Description
Technical field
The present invention relates to a kind of turbo charge system of motor.
The invention particularly relates to a kind of turbo charge system being connected to the motor of the air inlet phase type of motor.
Background technique
It is well known that have being divided into of the internal-combustion engine of piston: compression ignition diesel engine, it is characterized in that, introduce fine atomization fuel at the end of compression, therefore its power spontaneously occurs; Gasoline vaporising motor, has vaporizer or injection and has spark ignition and follow-up flame propagation.
In gasoline vaporizer motor, usually mixed fuel and inflammable matter by the vaporizer of external engine, cause fuel continuous injection in suction tude, the air caused because of piston flows in suction tude.In gasoline injection engine, vaporize compared to by vaporizer, there is fuel and inject directly to cylinder during air inlet phase and during Partial shrinkage, in consumption Economy, this is favourable.
In addition, direct or indirect injection has some advantages compared to by vaporizer vaporization: 1) increase volumetric efficiency, for the size that supplying pipe increases; 2) back-fire is eliminated dangerous, because pipe is without fuel; 3) improve dead band cleaning, this performs with air, therefore can extend and not waste the fuel between exhaust cycle; 4) because good combustion is so fuel economy is feasible; 5) more lively acceleration, the longer pipe because fuel must not advanced; 6) designed engines is easier to, because the position to motor is not polarized in the position of ejecting system (pump, any distributor, regulator, sparger).
Most of motor vehicle equipment has four stroke engine.Shown in Fig. 1 one operation cycle is made up of following four phase places :-air inlet phase, wherein, when piston is reduced to lower dead centre from upper dead center, by opening suitable suction valve, air-flow is pumped into cylinder, and air-flow, by vaporizer, is filled with fuel (section AB-is volume conversion);-compression phase, wherein piston moves to upper dead center from lower dead centre, the air/fuel mixture in compression cylinder, and this valve is closed (section BC-transforms desirable adiabatic constant entropy);-expansion phase place, it represents the useful operation that motor carries out, and wherein produces expansion by combustion air/fuel mixture, promotes piston from upper dead center to lower dead centre;-combustion phase, wherein piston reached upper dead center soon before, the spark between electrode is occurred by the mixture lighted around them, and therefore combustion propagation is to remaining mixture, and pressure increases rapidly (section C);-expansion phase place, wherein piston declines, and allows combustion gas expansion (section DE-adiabatic conversion);-exhaust phase place, wherein before piston reaches lower dead centre, outlet valve is opened, allow still gas in the cylinder to be greater than the pressure vent of the external pressure of residue flame propagation, but still keep cylinder to be full of waste gas, its pressures near atmospheric power (section EF);-discharge phase place, wherein piston moves to upper dead center from lower dead centre, pushs out, and by suitable outlet valve, exhaust discharged, gas only fills the dead space volume (section FA) in cylinder.
The power delivery of motor can increase with some known manner.
Such as, the increase of cylinder capacity allows power stage to increase, because can obtain more air when more multi fuel/air mixture can burn in comparatively large-scale combustion room.This increase can be realized by the increase quantity of cylinder or the volume of each cylinder.In a word, this causes more greatly and heavier motor.
Another possibility increasing the power stage of motor increases its speed.This can realize by increasing the quantity of time per unit igniting stroke.
But, due to mechanical constraint, seldom use the power of the type to increase.In addition, the increase of speed exponentially increases friction and inertia, causes the reduction of engine efficiency.
Another possibility is supercharged engine.As is well known, in mechanical motor, adopt different schemes in order to supercharged engine, comprise use turbosupercharger.The turbosupercharger being attached to vehicle motor is made up of turbine and compressor, and turbine is connected by the common axle be supported on bearing arrangement with compressor.The energy loss of exhaust is transferred to the pressurized air being pushed to motor by turbosupercharger, and this allows motor to produce more power and torque.In the motor not having turbosupercharger, motor operates as naturally aspirated engine.In fact, during air inlet phase, combustion air is sucked up to cylinder and is inhaled into from external environment condition, and its pressure had equals external pressure.But combustion air regulates according to height above sea level when oxygen increases along with height above sea level and reduces.On the contrary, in supercharged engine, combustion air is compressed.As a result, at fixing height above sea level, more substantial air and oxygen are therefore, it is possible to enter firing chamber.This relates to the relatively large combustion air of burning, the increase cylinder capacity in proportion to of engine output.
Substantially, we can distinguish mechanically-sapercharged engine and turbosupercharged engine according to exhaust that is fixing or variable-geometry profile.
In a first scenario, combustion air relied on by motor the compressor of the Direct driver such as mechanical devices (such as belt, wheel chain) compress.But, the diffusion that the growth of output power causes because of compressor operation and local is weakened.The power of operating machine needed for compressor needs a part of power carried by motor.
In the turbosupercharger of fixing geometric profile, the energetic portions of the exhaust of ordinary loss is used for driving turbine.In fact, there is the compressor be arranged on the axis identical with turbine, this compressor compresses combustion air, is then supplied to motor by combustion air, and without any motor that is mechanically attached to, as already described.The main body of turbine comprises two parts: " blade wheel " and " shell/housing " of turbine.Exhaust is directed to turbine from housing, and the energy be present in exhaust makes turbine rotate.Once gas is by the blade of turbine, this gas from exhaust outlet out.The rotation of turbine is determined by the speed of motor, if therefore motor is in minimal mode, so rotates with minimum speed.Due to the pressure of accelerator, because greater amount air is by the housing of turbine, turbine starts quick rotation.
The system of compressor is also made up of housing body and impeller.
The impeller of compressor or " wheel " of compressor are connected to turbine by forged steel axle.
Combustion air is directed to compressor from housing.Once be compressed, air leaves main body and inflow engine cylinder from the output of compressor.When it enters compressor, the temperature that air has equals atmospheric temperature, but, due to heat trnasfer phenomenon, air out time temperature higher than 200 DEG C.Determined the increase of temperature by the body contact of combustion air and turbine, drive the high-temperature exhaust air of turbine by turbine, for same volume, temperature increase causes the amount of oxygen in air to reduce, and thus reduces stoichiometric proportion.The temperature increase of air can be called by dependence that the heat exchanger of " interstage cooler " is offset from the downstream cooling-air of its outlet of compressor.
When the power provided by exhaust makes turbine rotate, depend on engine revolution amount, the turbosupercharger of fixed geometry starts operation.Therefore, the turbosupercharger of fixed geometry be used in preferably low, in or high-engine rotate.
A kind of turbo charged more effectively but more complicated approach is geometry-variable method, the method comprises: use turbine, there is capture ability, due to the system of movable vane, catch from the minimal condition of low speed engine operation to all exhausts of high speed maximal condition.
But the turbosupercharger of current use has various problem, such as weight or size; Need to install the gas exhaust manifold being used for each concrete motor, gas exhaust manifold connects each concrete motor to turbosupercharger; Determine the problem that the negative environmental consequences because not emptying firing chamber after burning cycle produces, the problem that the cross section because of the gas exhaust manifold that needs restraint is gathered with the combustion residue in subsequent cycle increased caused by the speed starting turbine.In addition, because the high temperature of exhaust reaches 800/1000 DEG C, so need to use the volute turbine be made up of exotic material (such as cast iron).But this causes the weight of turbosupercharger to increase, make to use the lubricant oil of opposing high temperature, and be pollutant for lubricant oil turbogenerator especially.And relative to displacement compressor, problem is the absorption engine power caused because needing motor to drag its mechanical parts all.
First scheme for these problems has been described in and has been presented on August 12nd, 1988 in the patent FR2610672 of western covering Ademilson Jones, this patent relates to a kind of system be placed between vaporizer and motor, this system is made up of the turbine that two have different-diameter, and two turbines to be connected in same axis and to rotate with identical speed.
Although be favourable in many schemes, this equipment to impeller, and can not can not collect the fluid from the first impeller to the second impeller drainage by transmitting fluid in particular directions, and the first impeller transmits fluid in suitable direction.In fact, this scheme neither comprises can transmitting fluid be to the device of impeller in given directions, and also do not comprise and to collect from the first to the second impeller and to guide the device of fluid, then most of air energy is dissipated.And cross turbine once in igniting, air is partially by the second turbine and partly impinge upon on turbine blade, interfere not to the rotation of the equipment of air acting.In addition, in internal-combustion engine, when carrying out air inlet in high volume intake manifold, during the blocked operation of cylinder, fluctuation pressure is determined.Be positioned to very near the fact of valve due to these reasons and due to the said equipment, therefore this equipment does not have good efficiency.In addition, the fact of the diameter ratio of two turbines is only depended in the increase due to air, utilizes this equipment can produce specific superpressure.In addition, for this function, in the motor with vaporizer, this equipment is positioned between vaporizer and motor and causes following inferior position: because system is connected to vaporizer, so increase the danger of back-fire; And because the position of system is closely attached to the position of motor, so be more difficult to designed engines.
Alternative plan is set forth in the patent DE102010043800 of the Dai Sen company being disclosed on June 1st, 2011, that patent describes and a kind ofly have by the turbosupercharger of the turbine of exhaust gas drive, this turbosupercharger is arranged in the path of exhaust openings, and compressor is arranged in access.Also there is catalyzer, it is arranged in the path of exhaust openings, in the side of turbine, to remove it from exhaust.The program relates to a kind of gas recirculation system, the exhaust of small scale is circulated in this system, is vented and enters intake manifold to reduce the pollutant part existed exhaust from gas exhaust manifold.In order to realize this EGR, special solenoid or hydrovalve (EGR) is used during the end phase place of discharge and the initial phase of air-breathing, special solenoid or hydrovalve (EGR) via SC sigmal control, allow the amount being regulated exhaust by current collector by control unit of engine.Gas recirculation is to intake manifold and be sucked into motor.Owing to being filtered by piston ring and engine evaporative oil, exhaust and the gas from truck will be drawn in loop.
Although be favourable in many aspects, the program also has some problem.Because it is by the turbosupercharger of exhaust gas drive, its performance is compromise, not only in the variability of the aspect ratio of turbine operation, and because its inertia is in difference cylinder and the interference also from the various discharges of same cylinder.Therefore, the distributor that the method should be used in such as turbine is reached separately by the discharge of each cylinder, or the same section of distributor is reached by means of only the gas of the nonoverlapping cylinder of exhaust phase place.
Summary of the invention
The object of this invention is to provide a kind of turbo charge system of motor, the characteristic had such as overcomes the restriction still affecting the system that previous references known technology describes.
According to the turbo charge system that the invention provides the motor needing 1 restriction as right.
Accompanying drawing explanation
Describing the preferred embodiments of the present invention now to understand better, only relying on non-limiting examples, with reference to accompanying drawing, wherein:
-Fig. 1 shows the duty cycle of the desirable vaporizer four stroke engine according to prior art;
-Fig. 2 shows according to the schematic diagram being placed on turbo charge system between the air filter of motor and throttling unit of the present invention;
-Fig. 3 a-3b respectively illustrates the schematic diagram according to the schematic diagram of the central body of turbo charge system of the present invention and the oil-lubricated bearing of central body;
-Fig. 4 a-4b respectively illustrates the schematic diagram of central body according to turbo charge system of the present invention and multiplier speed (speedmultiplier);
-Fig. 5 shows the schematic diagram leaving the path that air filter is chosen from air according to the present invention in turbo charge system;
-Fig. 6 shows the schematic three dimensional views of the intake manifold according to the internal-combustion engine that the present invention includes turbo charge system.
Embodiment
With reference to these accompanying drawings, especially with reference to figure 2, show the turbo charge system 100 according to motor of the present invention.Especially, the turbo charge system 100 of motor is placed between the air filter 120 of motor and the throttling unit 130 of motor, and comprise: central body 101, turbine 102 and compressor 103 to be attached in same axis 104 and to be arranged in central body 101; Two Venturi tubes 105, it is included in central body 101, and ends at nozzle 106; Roll/slide bearing 107, it supports turbine 102; Oil filler 108 and multiplier speed 109, it is arranged in central body 101, is illustrated in Fig. 3 and Fig. 4 respectively; Two flange Diffusers 110; Air recycle valve 111; Valve 112, it is extremely outside for discharged air; Air re-circulation pipe 113, it is connected to air re-circulation valve 111; Adpting flange 114, it is for being connected to recycle valve 111, for one in two flange Diffusers 110; Interface unit 115, it is for installing turbosupercharger 103.
Fig. 3 a illustrates in greater detail central body 101, highlights the enlarged view that oil-lubricated bearing 107, Fig. 3 b shows the bearing 107 with oil filler 108.
Fig. 4 a illustrates in greater detail central body 101, highlights the enlarged view that multiplier speed 109, Fig. 4 b shows multiplier speed 109.
On the contrary, Fig. 5 shows the system 100 of Fig. 2, highlights the path that air is followed, and from air filter 120 out, enters system 100 and leaves system towards throttling unit 130.More particularly, when the engine starts, from being transported via the first Diffuser 110, corresponding to the compressor 103 in Venturi tube 105 by the air of filter 120 of air inlet phase of motor.After this, be provided to from nozzle 106 air out the turbine 102 be attached to the same axis 104 of compressor 103.Therefore, turbine 102 is activated and therefore determines the movement of compressor 103, and compressor 103 starts supercharged engine.During the accelerating phase that throttling unit 130 is opened, air-flow increases, because this increasing the supercharging of motor.
Advantageously, according to the present invention, air re-circulation valve 111 has the function of the air pressure reduced between turbine 102 and throttling unit 130, thus guarantee that integrity when it closes outside accelerating phase worked as by throttle valve, thus air is circulated in air re-circulation pipe 113, or it is alternatively, by air bleed valve 112, air venting is extremely outside.
Advantageously, according to the present invention, turbosupercharger can be made up of light metal.
Advantageously, according to the present invention, as shown in Figure 6, turbo charge system 100 included combustion engine 150 intake manifold each inlet air case in (such as jet engine).This Application Example is particularly advantageous, because jet engine is conducive to increasing volumetric efficiency, supplying duct can have larger size, eliminate the danger of back-fire, because conduit does not have fuel, be easier to the design of motor, because the position to motor is not strictly defined in the position of ejecting system (pump, any distributor, regulator, sparger).Therefore, by suitably to turbo charge system 100 sizing, multiple this system 100 can be positioned in the air inlet gas tank of intake manifold after throttle valve, near suction valve, and each cylinder this system.In like fashion, advantageously, according to the present invention, the pressure wave in air inlet duct is used for the filling increasing each cylinder with the low of motor and medium/low rotating speed.In use, when turbo charge system 100 does not receive inlet air, it continues because of inertial rotation and additional air is disposed to outside by outlet valve 112 or is supplied from valve 111 and gets back to loop, is illustrated in Fig. 2 and Fig. 5.Use the tank of the assembly parts 113 of turbo charge system 100 or installation appropriate size to be used as compressed-air actuated accumulator, valve 111 relies on electronic control can load larger volume of air in the cylinder in the optimal moment.
According to the present invention, about the operation of the turbo charge system of motor, claimant has completed the theoretical research of the thermodynamic efficiency to the thermodynamic efficiency of turbine, the transmission between turbine and compressor and compressor.For this reason, claimant based on be thought of as, due to the pressure that the latter produces the displaceable wall of volume machine, the highest portion of heat that the combustible substance from burning obtains is divided the mechanical work being converted into combustion products by thermo-motor.Claimant it is considered that, in order to the thermodynamic analysis of the turbosupercharger by exhaust gas drive, usually it is assumed that, affect in compressor and occurs respectively with the conversion of the air and waste gas in turbine, and not with machine heat-shift.In fact, specific heat is exchanged, and due to turbosupercharger be not hypothetical machine, the conversion therefore occurred therein produces inefficiently.The increase of the overall efficiency of efficiency along with turbosupercharger itself of turbosupercharger, the ratio between the temperature of the waste gas at turbine inlet and the temperature of the air inlet of compressor, the expansion ratio in turbine and increasing.On the contrary, production loss stems from the dynamic loss of energy of discharge, owing to not using a part of kinetic energy of the fluid from machine discharge, because the friction in fixing and mobile conduit, there is different speed, the edge seepage of joint fluid from a blade to the path of another blade.In addition, if the temperature of the waste gas at turbine inlet place is lower than particular value, so because the mechanical output that turbine reclaims will be not enough to mobile compressor, so turbosupercharger can not work with optimal conditions.But in the con-trary case, too much mechanical output is passed to compressor shaft, by being tending towards, the operating point of turbosupercharger is moved to more high compression ratio.Because the second law of thermodynamics is pointed out to realize conversion, its unique consequence is the heat that conversion absorbs from acting source, the thermodynamic efficiency of turbine is lower than 1, and the mechanical efficiency of the transmission between turbine and compressor is lower than 1, so the thermodynamic efficiency of compressor is lower than 1.On Vehicles Collected from Market obtainable turbosupercharger overall performance along with operational condition variable, can temporarily be assumed to be between 0.5/0.65.In addition, the first law of thermodynamics is pointed out, any system of particle all can interact with four kinds of different modes and external environment condition: absorb heat, releasing heat from environment, do work to environment, environment does work to it.These interactions each are equal to exchange energy between system and external environment condition and can produce change in system.If system loss heat or acting, can reduce in it; If it receives heat or environment does work to it, so can increase in it.Therefore, due to potential energy and kinetic energy change and there is any phenomenon.The operation of all turbosupercharger that current automatic industrial uses is all based on above-mentioned thermodynamic principle, and based on the aforementioned equivalent volumes that the discharge of exhaust phase place and air-breathing phase place suck, the present invention is also based on this.But, it is contemplated that the present invention uses precombustion air, it is connected to the gas handling system of motor, neither on conduit, also on turbine blade, do not discharge deposition, due to the fact of cylinder filling fresh air as much as possible, this causes the advantage of aspect of performance.In addition, the filling of the cylinder impact that is subject to the geometric properties of air inlet duct and the geometric influence that is discharged.Therefore, use the overall efficiency that invention increases motor, because the present invention guarantees pressurized machine and optimizes the filling of cylinder, and do not hinder the outer outlets of exhaust.And the temperature that the temperature that inlet air has is vented lower than these, therefore, uses the present invention, must not install cooling system, does not also need to use heavy material.
Therefore, according to the turbo charge system of motor of the present invention, be positioned between the air filter of motor and throttling unit, that does not bear that known turbo charge system stands is overheated.
Another advantage according to the turbo charge system of motor of the present invention comprises: the possibility on the motor of the identical type of middle installation cylinder capacity, directly in suction tude, eliminates and is used for the concrete needs connected, cause reducing cost of production.
In addition, allow occupy smaller size smaller and allow quick mounting according to the turbo charge system of motor of the present invention.
In addition, can be made up of light metal due to turbosupercharger according to the turbo charge system of motor of the present invention and there is the gross weight of reduction.
And, allow according to the turbo charge system of motor of the present invention the efficiency increasing motor, because its permission empties firing chamber completely after burning cycle, because this eliminating the problem of the gathering of combustion residue in subsequent cycle affecting known systems.
But, allow fixed geometry turbine to replace with variable geometry turbine to increase the efficiency of turbo-compressor system according to the turbo charge system of motor of the present invention.
Finally, utilize and turbine can be kept to clean according to the turbo charge system of motor of the present invention, save maintenance cost.
It is finally apparent that can revise and change the turbo charge system of description and illustrated motor herein, this does not exceed the protection scope of the present invention limited by the claim of enclosing.
Claims (8)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ITCZ2013A000012 | 2013-06-05 | ||
| IT000012A ITCZ20130012A1 (en) | 2013-06-05 | 2013-06-05 | TURBOCHARGING SYSTEM OF A ENGINE |
| PCT/IB2014/000890 WO2014195777A1 (en) | 2013-06-05 | 2014-05-28 | Charging system of an engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN105358802A true CN105358802A (en) | 2016-02-24 |
Family
ID=48917599
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480032380.5A Pending CN105358802A (en) | 2013-06-05 | 2014-05-28 | engine turbo system |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP3004586A1 (en) |
| CN (1) | CN105358802A (en) |
| IT (1) | ITCZ20130012A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112199834A (en) * | 2020-09-29 | 2021-01-08 | 国网新疆电力有限公司电力科学研究院 | Scaling test method for +/-1100 kV extra-high voltage direct-current composite insulator |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4537173A (en) * | 1984-09-26 | 1985-08-27 | Norris Claude R | Free-running rotary induction system |
| FR2610672A1 (en) * | 1987-02-05 | 1988-08-12 | Simo Piera Jose | Turbocompressor/mixer for petrol engines |
| JP5381653B2 (en) * | 2009-11-30 | 2014-01-08 | 株式会社デンソー | Control device for an internal combustion engine with a supercharger |
-
2013
- 2013-06-05 IT IT000012A patent/ITCZ20130012A1/en unknown
-
2014
- 2014-05-28 CN CN201480032380.5A patent/CN105358802A/en active Pending
- 2014-05-28 EP EP14739222.9A patent/EP3004586A1/en not_active Ceased
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112199834A (en) * | 2020-09-29 | 2021-01-08 | 国网新疆电力有限公司电力科学研究院 | Scaling test method for +/-1100 kV extra-high voltage direct-current composite insulator |
Also Published As
| Publication number | Publication date |
|---|---|
| ITCZ20130012A1 (en) | 2014-12-06 |
| EP3004586A1 (en) | 2016-04-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101031704B (en) | Method and device for increasing the torque of a reciprocating piston internal combustion engine | |
| CN103370511A (en) | Internal combustion engine | |
| CN107002599A (en) | Operating method for the supercharging device of explosive motor and for the supercharging device | |
| CN102052167A (en) | Emission control system for an engine having a two-stage turbocharger | |
| CN106795805A (en) | Supercharging equipment for explosive motor and the operating method for supercharging equipment | |
| US8333073B2 (en) | Internal combustion engine with two-stage turbo charging system | |
| CN102906400A (en) | Method for operating internal combustion engine and internal combustion engine | |
| CN110446836B (en) | Exhaust gas turbocharger | |
| CN102312731A (en) | The DENG that is used for vehicle | |
| CN103573951A (en) | Flywheel assembly for a turbocharger | |
| RU2623598C1 (en) | Internal combustion engine control unit | |
| CN102155289A (en) | Multistage supercharging device of internal combustion engine | |
| JP6448361B2 (en) | Internal combustion engine | |
| RU121301U1 (en) | EXHAUST GAS RECIRCULATION SYSTEM (OPTIONS) | |
| CN105358802A (en) | engine turbo system | |
| US9988984B2 (en) | Turbo-charging system of an engine | |
| RU101093U1 (en) | TURBO COMPRESSOR OPERATION CONTROL SYSTEM WITH TRANSPORT DIESEL RECEIVER | |
| WO2017105525A1 (en) | Twin scroll turbocharger with waste heat recovery | |
| CN102080596B (en) | Explosive motor equipped with plenum chamber of variable capacitance and operating method therefor | |
| RU80800U1 (en) | PNEUMATIC POWER FORCE VEHICLE INSTALLATION | |
| KR20170128714A (en) | Exhaust gas recirculation system | |
| US9222405B2 (en) | Turbocharged single cylinder internal combustion engine using an air capacitor | |
| JP6537271B2 (en) | Internal combustion engine | |
| CN201666181U (en) | Diesel engine air pump supercharging device | |
| CN202132232U (en) | Engine system and mechanical supercharger compressor for the same |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20160224 |