reborn industrial empire

With the development of technology, people's technical requirements for automobiles are becoming more and more demanding. They not only require strong power, but also must have extremely high efficiency and cleaner emissions.

These requirements also increase the working requirements of the engine under various working conditions. Once such requirements are involved, the first thing people think of is to install a turbocharger on the engine.

But the turbocharger is not a panacea. Now, if you mention this turbocharging technology, the first thing you may think of is the biggest enemy of turbocharging technology, the turbo lag effect.

The solution that Volkswagen has thought of to solve the turbo lag effect is dual supercharging, which uses the complementary technical characteristics of supercharging and turbocharging to equip the engine with a supercharger.

But for many manufacturers, they think that such machinery does not actually have any characteristics, and they are not like Huayang Dynamics, who has a monster designer like Jin Xiaoqiang who can casually design a machine that is similar to any other.

Turbochargers can be paired with superchargers at will.

Therefore, many manufacturers still choose to make a fuss about turbochargers. After all, compared with mechanical superchargers, turbochargers can easily achieve higher pressure ratios and can also use cars very effectively and rationally.

Emissions of exhaust gas and reduce vehicle exhaust pollution.

As a result, the variable-section turbocharger came into being and entered the eyes of automobile designers.

But at that time, because people's requirements for gasoline vehicles were not as high as they are now, this technology has remained in the diesel engine era.

It was not until recent years, when people's requirements for gasoline vehicle engines became more and more stringent, that this technology once again entered the eyes of automobile engine designers.

In fact, variable area turbocharging technology is not a new thing. Such superchargers have actually been used in diesel engines for a long time.

The variable section turbocharger VGT technology is actually divided into three categories. One is to rely on the intake throat of the turbocharger and add a throat piece that can be adjusted according to the working status to adjust the intake of exhaust gas.

Quantity, use this method to achieve the purpose of changing the circulation cross-section.

However, the advantages of this method are simple structure and low cost, but the disadvantage is also obvious, that is, low efficiency.

The second principle is similar to the first one, that is, a tongue-shaped adjustable nozzle blade is installed at the rear of the turbine inlet section, and the size of the flow section is adjusted through the swing of the blade to achieve the purpose.

The advantages and disadvantages of this method are somewhat similar to the first one.

In 2002, Fiat applied the first VGT technology to their cars. It was so impressive that it fooled many consumers into paying for their cars. However, consumers later discovered that this

The effect of the supercharged engine was not obvious. After that, Fiat's car disappeared.

vgt technology has also entered a stage of decline!

It was not until around 2008 that, as the market demand for gasoline turbocharged engines increased, Porsche and BorgWarner jointly began to develop the third generation of variable-section turbocharger technology, and it was not until 2010 that a breakthrough was achieved.

, mass production began in 2012.

What Jin Xiaoqiang now wants to 'design' is the third variable-section turbocharger. This is the variable-section turbocharger that was later installed on Porsche's new 911.

Everyone knows that engines equipped with turbochargers will have a turbo lag effect. After all, when the engine is idling or at low speed, the kinetic energy of the exhaust gas is not enough to push the turbine blades. Therefore, when the car is at low speed,

The turbine cannot interfere with the operation of the engine.

In order to reduce this hysteresis effect, ordinary car designers usually use small-sized turbochargers to solve this problem.

However, although the response of the small-sized turbocharger is more sensitive than the original one, due to its small exhaust interface, when the car enters high-speed operation, its exhaust back pressure will increase accordingly, so the exhaust resistance will also increase.

will increase accordingly, which will affect the car's peak power and peak torque data.

As a result, car designers came up with the VGT variable-section turbocharging technology, which means installing a lightweight fan blade with adjustable angle on the side of each fan blade of the small-size turbine.

The flow fan blades will adjust the angle at any time according to the increase of vehicle speed, the increase of air pressure inside the supercharger, and the change of flow speed. As the pressure inside the supercharger increases and the air flow speed becomes faster, the flow fan blade will adjust the angle at any time.

, forming the same angle as the original turbine blade, deforming into the size of a large turbine to change the size of the turbine blade's flow section at any time. In this way, the turbine's boost ratio and exhaust return can be adjusted at any time.

pressure, and exhaust resistance.

In fact, this design concept has existed for a long time and has been applied to diesel engines.

However, because the exhaust temperature of diesel engines is generally only about 400 degrees, such a turbocharger can be easily applied to diesel engines.

But this is not the case for gasoline engines. The exhaust temperature of gasoline engines is generally as high as 400 degrees to 1000 degrees. Therefore, if you want to directly apply this variable section turbocharger on a diesel engine, put it on a gasoline engine.

It's impossible to use that.

Therefore, it can be said that engineers from Porsche and BorgWarner have been looking for a suitable material for the past few years to make this turbine that can be applied to gasoline engines.

When it comes to the most difficult point in this turbocharger, it is actually the material of the guide vanes that can be adjusted at any time to work with the small turbine blades.

Turbochargers that work with automobile engines have been born decades ago, but the fan blades of such turbines are fixed on the turbine fan. If you want to use the material of this fan blade, you can make that

Lightweight guide fan blades that can adjust the angle and working conditions at any time according to the air flow speed and air pressure are not acceptable.

Because the original turbine fan blades were too heavy, the material requirements for the newly installed guide fan blades were to be as light as possible, hard in texture, not easily deformed, and have very strong resistance to oxidation and

The ability to resist corrosion must also be suitable for long-term work at high temperatures of 600 to 1200 degrees.

In order to find a material for such a small guide vane, engineers from Porsche and BorgWarner searched for four years.

Finally, I found the material of aviation special steel, which is a light and hard alloy that is resistant to high temperatures, corrosion, oxidation, and has a long working life.

When they found this alloy, they were simply ecstatic, and they quickly installed the guide vanes produced from this alloy on the turbine, started testing, and immediately achieved great success.

Installing such a variable-section turbine on the latest Porsche 911 not only immediately solves the problem of turbo lag, but also achieves unimaginable breakthroughs in engine power and torque.

When using such a turbocharger, Porsche's 91-cylinder engine can explode out to 500 horsepower and 650 Nm of torque, which is already within the category of a V8 engine.

And when the second turbine intervenes in the engine's work, this 3.8-displacement 6-cylinder engine can burst out 530 horsepower, and the torque can be increased to a frightening 700 Nm.

rice.

With such speed and torque, it can be called a land aircraft!

It can be seen that the power of this variable-section turbocharger can not only change the lag effect of the turbine, but also significantly increase the peak power and torque of the engine. Therefore, it has to be said that the birth of this turbocharger is a

Miracle.

At present, Porsche has never thought of cooperating with BorgWarner to develop such an abnormal-level variable-section turbocharger, because the current models on the market have just reached the point where ordinary turbochargers are widely popularized.

era.

So Jin Xiaoqiang planned to take advantage of this time gap to beat the gap between these big European and American car dealers.

You must know that after the birth of this variable-section turbocharger, other major car manufacturers in the world also invested heavily in developing such a turbocharger.

Because they have abundant funds and sufficient technology accumulation, this variable-section turbocharger soon became a popular commodity.

World-renowned manufacturers such as Mercedes-Benz, BMW, Volvo, and Audi quickly mastered this technology.

The names have become diverse. Audi and Volvo call this technology vnt.

The essence of this turbocharger lies in the material of the guide fan blades and the adjustment of data parameters. Adjusting the data parameters requires tens of millions of experiments. But now if you want to produce this kind of turbine,

You have to find the right material.

This kind of blade material, which has made engineers at Porsche and BorgWarner difficult for four years, seems to be commonplace in Jin Xiaoqiang's eyes, because in later generations he has seen the introduction of this turbocharger in detail, and even circumvented the wall.

There was a lot of information missing on the Internet, so he knew the material of this blade very well.

But it is an aluminum-titanium alloy made by powder smelting. A small amount of rare earth elements, boron and zirconium are added to it.

If the engineers at Porsche and BorgWarner in the previous life knew that the special K418 series special alloy they had been researching for 4 years was plagiarized by Jin Xiaoqiang, they would probably be so angry that they would vomit blood and die.

Soon the latest generation of variable cross-section turbocharger was successfully designed and was born from Jin Xiaoqiang’s special design!