Turbo trubo uses the high temperature and high pressure of the exhaust to push the exhaust gas turbine to rotate at high speed, which drives the intake turbine to compress the air and increase the air density. At the same time, the computer controls to increase the amount of fuel injection, in conjunction with the high-density Air intake, therefore, the engine efficiency can be improved while the displacement remains unchanged. To put it simply, it is waste reuse, the exhaust is introduced into the turbine working group, and then the pressure is changed to form a pressure difference and increase the working pressure of the engine. Since the exhaust gas turbine is driven by exhaust gas, it does not start when the engine speed is at the bottom (waiting speed). As long as the engine speed is sufficient (usually above 1500 rpm), the turbo starts to work and continues to work above the starting speed range. Nowadays, as technology becomes more and more advanced, the phenomenon of turbocharging lag is no longer noticeable (but it is also very unpleasant). Nitrogen supercharging does not rely on increasing air density to achieve high efficiency, but relies on the high combustion value of gasoline in nitrogen to increase output, so the principle is completely different. Turbo compresses air, and air is inexhaustible. Absolutely, but the nitrogen pressurized by nitrogen is stored in cylinders, and the quantity is limited, so it can only provide a short burst of power, but this explosive power is indeed amazing. Supercharging is actually a device that exchanges horsepower for horsepower. It uses the rotation of the engine's own shaft to drive supercharger, thereby exchanging horsepower. The cost is higher (so tubro is more widely used than sc), and most of them are used by Mercedes-Benz. The application of turbo is wider than that of sc, so more people know Tubro but not SC. The working efficiency of SC is also good, not worse than Turbo. Although SC consumes part of the mechanical energy, the exhaust is smooth and there is no lag (I think it is The biggest advantage) and can change the boost level according to the engine's operating load. The inertia problem of the Turbo not only causes lag when starting the boost, which is annoying, but also when the engine changes from high speed to low speed, the boost cannot be immediate due to inertia. To reduce the pressure, the pressure must be reduced through the pressure reducing valve, all of which will make people lose a lot of driving pleasure. But supercharging, although it consumes a small amount of power, is basically a no-brainer compared to the power generated. Mechanical Supercharger Before the emergence of turbocharging technology in the 1960s, mechanical supercharging was the mainstream supercharging technology for engines at that time. This technology was used in racing cars as early as the 1920s to improve power output. The supercharged compressor is driven directly by the engine's crankshaft, and its advantage is good responsiveness (no lag at all). But it itself needs to consume a part of energy, so supercharging cannot produce particularly powerful power, especially at high speeds, because it will generate a lot of friction and lose energy, thus affecting the increase in engine speed. The traditional supercharger can significantly improve the power output of the engine at medium and low speeds, but the peak power appears earlier and the maximum engine speed is lower. This kind of engine can output a steady stream of torque at any time, greatly reducing the frequency of shifting gears. Therefore, supercharging is very suitable for large and heavy luxury cars, but it is not suitable for sports cars that emphasize high-speed performance. Under the action of friction, mechanical supercharging is prone to produce a unique noise. If luxury RVs that pursue comfort want to adopt it, they must use various means to reduce this noise. Mercedes-Benz uses supercharging on its C200K, which can unleash the power level of a V6 engine. Gas wave supercharger comprex supercharger is a pressure converter that brings two gas working fluids into direct contact and transfers energy through pressure waves. It is used to use the exhaust gas energy of the internal combustion engine to supercharge the gas entering the cylinder when the internal combustion engine is supercharged. The air wave supercharger consists of an air stator, a gas stator and a rotor. The air stator is connected with the intake pipe of the internal combustion engine, and the gas stator is connected with the exhaust pipe. The rotor is driven by the crankshaft of the internal combustion engine through a belt, and the driving power is 1 to 1.5% of the power of the internal combustion engine. The picture shows the working principle of the air wave supercharger. When the rotor rotates in the direction of the arrow, the axial air passage composed of blades on the rotor is connected to the high-pressure gas inlet, and a compression wave is generated. The compression wave propagates along the airway at the speed of sound and transfers the gas energy to the air filling the airway, causing its pressure and density to increase and flow forward. The high-pressure air outlet is located diagonally opposite the high-pressure gas inlet, and is staggered forward by an angle in the direction of rotation. When the air passage is connected to the high-pressure air outlet, high-pressure air is supplied into the intake pipe of the internal combustion engine.

When the gas reaches about 2/3 of the length of the air passage, the air passage just turns past the high-pressure gas inlet and the gas stops flowing into the air passage. When the air passage is connected to the low-pressure gas outlet, the gas continues to expand and is discharged into the atmosphere through the exhaust main pipe, and the pressure in the air passage continues to decrease. When the airway is connected to the low-pressure air inlet, fresh air is sucked into the airway from the atmosphere because the airway is under negative pressure. After the airway passes through the low-pressure air inlet and low-pressure gas outlet, the airway is filled with fresh charge. The rotor continues to rotate and the same cycle begins again. The boost pressure provided by the air wave supercharger does not change much within the entire internal combustion engine speed range, and the energy conversion process is not affected by the rotor inertia. Therefore, the air wave supercharger has good speed and load response characteristics and is more suitable for automobiles. For engine boosting requirements, the ratio of boost pressure to atmospheric pressure can reach 2.5:1. However, the operation noise of the air wave supercharger is loud, and the structure is not as compact as the turbocharger (see exhaust gas turbocharger), so it is still rarely used. A brief history of exhaust gas turbocharging. This device was first used in aircraft. As the flight altitude continued to climb, the air became thinner and thinner, resulting in insufficient air intake for the aircraft engine. Therefore, turbochargers were used to pump as much air into the aircraft as possible. The engine is "injected" with fresh air. As exhaust gas turbine technology slowly became popular, it was used in military equipment. Since all military armored vehicles have diesel engines, in order to increase power, military vehicles were the first to use them, such as the American M1A1 and German Leopard II main battle tanks. The application of exhaust gas turbocharging in civilian vehicles started late, mainly because light vehicles (such as cars) mostly use gasoline engines, which have high requirements for supercharging technology. Therefore, the early civilian applications of this technology were limited to diesel engines. (It is used in diesel models such as Iveco and Delica in my country), so the popularity rate has been greatly reduced. With the continuous improvement of diesel engine technology and the advantages of diesel engine economy and low failure rate, diesel engines are gradually being used in cars. In order to improve power and high torque output, some foreign automobile manufacturers have also applied exhaust gas turbine technology (such as Volkswagen's TDI Engine, Mercedes-Benz and BMW also have diesel supercharged models). Also due to the advancement of technology, gasoline turbocharged engines are gradually becoming more common (such as Volvo's supercharged models, Mitsubishi Lancer EVO series, Fuji's supercharged models, etc.), which has greatly improved the power of the vehicle. . Practice has proved that after using this device, the power can be increased by at least 10%-30%, and fuel consumption can be further reduced, and exhaust emissions can also be improved to a certain extent. Since the exhaust gas turbocharger has such a magical function, we should pay great attention to it during use. Everyone should know that the turbine and impeller in the exhaust gas turbocharger rotate at high speed, so its lubrication work should be in place. In order to ensure the long-term safe operation of the device, a lubricating oil passage is usually separated from the main oil passage of the engine to lubricate the floating bearing in the middle of the turbine impeller. The high-speed rotating turbine and impeller have a large rotational inertia, and it takes a while for the speed to drop. If we suddenly stall the vehicle during use or immediately stop it, the lubricating oil path from the engine to the floating bearing of the supercharger will be cut off. , causing the high-speed rotating turbine and impeller to lose the guarantee of sufficient lubrication. If this happens for a long time, it will definitely cause exhaust gas turbocharging failure, high noise, rough work, and engine degradation. Therefore, the correct operation method should be to check the water temperature and oil temperature after parking the car, and then idle for about 1 minute. Reduce the speed of the compressor rotor and then turn off the engine. Relatively speaking, if the engine runs at low speed for a long time, it will also cause damage to the supercharger. On the one hand, when the engine runs at low speed, the supercharger turbine will also run at low speed. In the long run, the lubricating oil that lubricates the floating bearing will seep out from the impeller end, along with fresh air. Air enters the cylinder for combustion, thereby affecting the normal operation of the engine. On the other hand, the leaked engine oil will also affect the work of the supercharger itself, causing the supercharger's working efficiency to decrease until it is damaged. Therefore, during use, car owners should always check the inlet and return pipes of the supercharger to ensure that the supercharger is fully lubricated and operates normally. Since the turbine and impeller of the exhaust gas turbocharger are high-precision parts, car owners are advised not to be smart and repair them by themselves. Car owners usually only need to check the oil pipe and listen to its working sound without any additional special maintenance. Once the exhaust gas turbocharger is damaged, it cannot be repaired and reused. Instead, the cause of the damage to the supercharger needs to be checked and the exhaust gas turbocharger replaced to ensure the normal operation of the engine.

The above briefly introduces the precautions when using exhaust gas turbochargers. If you have a turbocharged car, you should keep it in mind. If you want your car to be healthy for a long time, you need to pay more attention to it at ordinary times and worry less at critical moments. How does the exhaust gas turbocharger work? Let me briefly introduce its mechanism to my friends. As you can see from the picture, the exhaust gas turbocharger (1) is not large in size and is mainly composed of the impeller on the left end and the turbine on the right end. When the engine is working normally, the exhaust gas discharged from the engine exhaust valve and the exhaust pipe (4) It enters the right end of the exhaust gas turbocharger, causing the turbine to rotate at high speed. The high turbine speed can reach 100,000 rpm, while the turbine speed of some Japanese exhaust gas turbochargers can reach 120,000 rpm. The left-end impeller that is coaxial with the turbine also rotates at high speed at the same time. The black arrow on the left end of the impeller represents the fresh air coming from the air filter. After the fresh air enters one end of the impeller, the high-speed rotation of the impeller compresses the fresh air to form a boost. The supercharged fresh air must first pass through the intercooler (2) for cooling. Because the agitation of the impeller increases the temperature of the air, thereby reducing the density of the air, in order to ensure the air intake, the supercharged high-temperature gas must be cooled. The air that passes through the intercooler passes through the intake pipe (3) and then enters the cylinder to start working. Due to the high intake pressure, turbocharging can fully clean up the residual exhaust gas in the previous cycle during the exhaust process, achieving the purpose of clean exhaust and preparing for the next combustion, which is also beneficial to the next combustion. Complete combustion at one time, thereby reducing the emission of harmful substances. This is another very outstanding advantage of it. The air that passes through the intercooler passes through the intake pipe (3) and then enters the cylinder to start working. Due to the high intake pressure, turbocharging can fully clean up the residual exhaust gas in the previous cycle during the exhaust process, achieving the purpose of clean exhaust and preparing for the next combustion, which is also beneficial to the next combustion. Complete combustion at one time, thereby reducing the emission of harmful substances. This is another very outstanding advantage of it.