Viele übersetzte Beispielsätze mit "supercharged engine" – Deutsch-Englisch Wörterbuch und Suchmaschine für Millionen von Deutsch-Übersetzungen. Lernen Sie die Übersetzung für 'supercharged' in LEOs Englisch ⇔ Deutsch Wörterbuch. Mit Flexionstabellen der verschiedenen Fälle und Zeiten. Übersetzung für 'supercharge' im kostenlosen Englisch-Deutsch Wörterbuch und viele weitere Deutsch-Übersetzungen.
Übersetzung für "SUPERCHARGED" im Deutschsupercharged - Wörterbuch Englisch-Deutsch. Stichwörter und Wendungen sowie Übersetzungen. Übersetzung im Kontext von „SUPERCHARGED“ in Englisch-Deutsch von Reverso Context: supercharged internal combustion, supercharged engine. super·charged [ˈsu:pətʃɑ:ʤd, Am -ɚtʃɑ:r-] ADJ. 1. supercharged (more powerful): supercharged car.
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By using this otherwise wasted energy to increase the mass of air, it becomes easier to ensure that all fuel is burned before being vented at the start of the exhaust stage.
The increased temperature from the higher pressure gives a higher Carnot efficiency. A reduced density of intake air is caused by the loss of atmospheric density seen with elevated altitudes.
Thus, a natural use of the turbocharger is with aircraft engines. As an aircraft climbs to higher altitudes, the pressure of the surrounding air quickly falls off.
Since atmospheric pressure reduces as the aircraft climbs, power drops as a function of altitude in normally aspirated engines.
Systems that use a turbocharger to maintain an engine's sea-level power output are called turbo-normalized systems.
Generally, a turbo-normalized system attempts to maintain a manifold pressure of Turbocharger lag turbo lag is the time required to change power output in response to a throttle change, noticed as a hesitation or slowed throttle response when accelerating as compared to a naturally aspirated engine.
This is due to the time needed for the exhaust system and turbocharger to generate the required boost which can also be referred to as spooling. Inertia, friction, and compressor load are the primary contributors to turbocharger lag.
Superchargers do not suffer this problem, because the turbine is eliminated due to the compressor being directly powered by the engine. Turbocharger applications can be categorized into those that require changes in output power such as automotive and those that do not such as marine, aircraft, commercial automotive, industrial, engine-generators, and locomotives.
While important to varying degrees, turbocharger lag is most problematic in applications that require rapid changes in power output. Engine designs reduce lag in a number of ways:.
Sometimes turbo lag is mistaken for engine speeds that are below boost threshold. If engine speed is below a turbocharger's boost threshold rpm then the time needed for the vehicle to build speed and rpm could be considerable, maybe even tens of seconds for a heavy vehicle starting at low vehicle speed in a high gear.
This wait for vehicle speed increase is not turbo lag, it is improper gear selection for boost demand. Once the vehicle reaches sufficient speed to provide the required rpm to reach boost threshold, there will be a far shorter delay while the turbo itself builds rotational energy and transitions to positive boost, only this last part of the delay in achieving positive boost is the turbo lag.
The boost threshold of a turbocharger system is the lower bound of the region within which the compressor operates.
Below a certain rate of flow, a compressor produces insignificant boost. This limits boost at a particular RPM, regardless of exhaust gas pressure.
Newer turbocharger and engine developments have steadily reduced boost thresholds. Electrical boosting "E-boosting" is a new technology under development.
It uses an electric motor to bring the turbocharger up to operating speed quicker than possible using available exhaust gases.
This makes compressor speed independent of turbine speed. Turbochargers start producing boost only when a certain amount of kinetic energy is present in the exhaust gasses.
Without adequate exhaust gas flow to spin the turbine blades, the turbocharger cannot produce the necessary force needed to compress the air going into the engine.
The boost threshold is determined by the engine displacement , engine rpm, throttle opening, and the size of the turbocharger.
The operating speed rpm at which there is enough exhaust gas momentum to compress the air going into the engine is called the "boost threshold rpm".
Reducing the "boost threshold rpm" can improve throttle response. Many turbocharger installations use additional technologies , such as wastegates, intercooling and blow-off valves.
Energy provided for the turbine work is converted from the enthalpy and kinetic energy of the gas. The turbine housings direct the gas flow through the turbine as it spins at up to , rpm.
Often the same basic turbocharger assembly is available from the manufacturer with multiple housing choices for the turbine, and sometimes the compressor cover as well.
This lets the balance between performance, response, and efficiency be tailored to the application. The turbine and impeller wheel sizes also dictate the amount of air or exhaust that can flow through the system, and the relative efficiency at which they operate.
In general, the larger the turbine wheel and compressor wheel the larger the flow capacity. Measurements and shapes can vary, as well as curvature and number of blades on the wheels.
A turbocharger's performance is closely tied to its size. Small turbochargers spin quickly, but may not have the same performance at high acceleration.
Twin-turbo or bi-turbo designs have two separate turbochargers operating in either a sequence or in parallel.
In a sequential setup one turbocharger runs at low speeds and the second turns on at a predetermined engine speed or load. Two-stage variable twin-turbos employ a small turbocharger at low speeds and a large one at higher speeds.
They are connected in a series so that boost pressure from one turbocharger is multiplied by another, hence the name "2-stage.
Twin turbochargers are primarily used in Diesel engines. Both turbochargers operate together in mid range, with the smaller one pre-compressing the air, which the larger one further compresses.
A bypass valve regulates the exhaust flow to each turbocharger. At higher speed 2, to 3, RPM only the larger turbocharger runs. Smaller turbochargers have less turbo lag than larger ones, so often two small turbochargers are used instead of one large one.
This configuration is popular in engines over 2. Twin-scroll or divided turbochargers have two exhaust gas inlets and two nozzles, a smaller sharper angled one for quick response and a larger less angled one for peak performance.
With high-performance camshaft timing, exhaust valves in different cylinders can be open at the same time, overlapping at the end of the power stroke in one cylinder and the end of exhaust stroke in another.
In twin-scroll designs, the exhaust manifold physically separates the channels for cylinders that can interfere with each other, so that the pulsating exhaust gasses flow through separate spirals scrolls.
With common firing order 1—3—4—2, two scrolls of unequal length pair cylinders 1 and 4, and 3 and 2.
This lets the engine efficiently use exhaust scavenging techniques, which decreases exhaust gas temperatures and NO x emissions, improves turbine efficiency, and reduces turbo lag evident at low engine speeds.
Cut-out of a twin-scroll exhaust and turbine; the dual "scrolls" pairing cylinders 1 and 4, and 2 and 3 are clearly visible.
Variable-geometry or variable-nozzle turbochargers use moveable vanes to adjust the air-flow to the turbine, imitating a turbocharger of the optimal size throughout the power curve.
Their angle is adjusted by an actuator to block or increase air flow to the turbine. The result is that the turbocharger improves fuel efficiency without a noticeable level of turbocharger lag.
The compressor increases the mass of intake air entering the combustion chamber. The compressor is made up of an impeller, a diffuser and a volute housing.
The flow range of a turbocharger compressor can be increased by allowing air to bleed from a ring of holes or a circular groove around the compressor at a point slightly downstream of the compressor inlet but far nearer to the inlet than to the outlet.
The ported shroud is a performance enhancement that allows the compressor to operate at significantly lower flows. It achieves this by forcing a simulation of impeller stall to occur continuously.
Allowing some air to escape at this location inhibits the onset of surge and widens the operating range. While peak efficiencies may decrease, high efficiency may be achieved over a greater range of engine speeds.
Increases in compressor efficiency result in slightly cooler more dense intake air, which improves power. This is a passive structure that is constantly open in contrast to compressor exhaust blow off valves, which are mechanically or electronically controlled.
The ability of the compressor to provide high boost at low rpm may also be increased marginally because near choke conditions the compressor draws air inward through the bleed path.
Ported shrouds are used by many turbocharger manufacturers. The centre hub rotating assembly CHRA houses the shaft that connects the compressor impeller and turbine.
It also must contain a bearing system to suspend the shaft, allowing it to rotate at very high speed with minimal friction. For instance, in automotive applications the CHRA typically uses a thrust bearing or ball bearing lubricated by a constant supply of pressurized engine oil.
The CHRA may also be considered "water-cooled" by having an entry and exit point for engine coolant. Water-cooled models use engine coolant to keep lubricating oil cooler, avoiding possible oil coking destructive distillation of engine oil from the extreme heat in the turbine.
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Image credits. Word of the Day abseiling. Read More. The C8 Corvette's horsepower 6. It makes all the right noises, and with a time of 2.
For some of the more power-crazed, though, that just won't cut it. Since the more-powerful Z06 model hasn't yet been revealed, the aftermarket is racing to add power to the C8.
We've seen turbocharged setups for the mid-engine 'Vette, but ProCharger has just revealed the first supercharger option we've seen for the C8.