Structural principle

First of all, let's talk about the general structural principle of the turbocharger, the exhaust gas turbocharger is mainly composed of pump wheels and turbines, of course, there are some other control elements. The pump wheel and the turbine are connected by a shaft, that is, the rotor, and the exhaust gas discharged by the engine drives the pump wheel, and the pump wheel drives the turbine to rotate, and the turbine rotates to supercharge the intake system. The supercharger is installed on the exhaust side of the engine, so the working temperature of the supercharger is very high, and the speed of the rotor when the supercharger is working is very high, which can reach hundreds of thousands of revolutions per minute, such a high speed and temperature makes the common mechanical needle roller or ball bearing can not work for the rotor, so the turbocharger generally uses full floating bearings, lubried by oil, and coolant for the supercharger to cool. In the past, turbochargers were mostly used in diesel engines, because gasoline and diesel burned differently, so the form of turbochargers in the engine was also different. Gasoline engines are different from diesel engines, it is not air that enters the cylinder, but a mixture of gasoline and air, and it is easy to deflagrate if the pressure is too large. Therefore, the installation of turbochargers must avoid deflagration, and there are two related issues involved, one is high temperature control and the other is ignition time control.
After mandatory pressurization, the temperature and pressure of the gasoline engine during compression and combustion will increase, and the deflagration tendency will increase. In addition, the exhaust temperature of gasoline engines is higher than that of diesel engines, and it is not advisable to increase the valve overlap angle (the time when the intake and exhaust valves are opened at the same time) to strengthen the cooling of the exhaust, and reducing the compression ratio will cause insufficient combustion. Also, the speed of the gasoline engine is higher than that of the diesel engine, and the air flow changes greatly, which is easy to cause the turbocharger reaction lag. In response to a series of problems in the use of turbochargers in gasoline engines, engineers have made targeted improvements one by one, so that gasoline engines can also use exhaust gas turbochargers.
Intercooler

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