The merger of the aviation power division and the auto parts division is the result of Ling Shizhe's careful consideration.

First, the research and development of aero engines is too expensive, and merging it with the auto parts department can properly subsidize the huge financial expenses of aero engines with the profits earned from auto parts.

Second, no high-tech exists alone, and various new technologies produced in the process of developing aero engines can also be used in the automotive field. For example, the K03 low-inertia rotor turbine used in the ST engine developed by Ford Motor Company in the 21st century uses the rotor turbine technology on the aero engine.

When we saw the aero engine display model at the air show, the commentator next to us introduced it like this: This is an advanced twin-rotor afterburner turbofan engine developed by a certain company......

Turbocharging technology was first used in aircraft engines during World War II, and later after the outbreak of the oil crisis, turbocharging technology was used in automobile engines, and it was very difficult for early automobile turbocharger automobile engines to push it, usually the engine should be above 2000 rpm, such conditions are not a matter in aircraft engines with extremely high speeds, but it is a big problem in low-speed, low-power automobile engines.

The turbocharger will only start when the car is driving at high speeds, and the turbocharger will not start at low speeds, so the efficiency of the car's engine will be greatly reduced.

Later, people invented the supercharger, this supercharger device solves the problem of power rise at low speed of the engine, but once the car is driven at high speed, it can not adapt to the disadvantages of the high-speed driving requirements of the car is fully exposed, once the engine speed is higher than a certain value, the work efficiency of the supercharger will not only not improve. Instead, it will go down, and the faster the engine speed or the speed of the car, the less efficient the supercharger will be. It is even possible to fail.

Engineers racked their brains to solve the problem of the supercharger's adaptability at low and high engine speeds. It wasn't until the 21st century that BorgWarner's engineers were inspired by the rotor technology of aero engines and developed a low-inertia rotor turbine that solved the problem that turbochargers could not operate at low engine speeds.

The low-inertia rotor turbine only needs to reach 800 rpm to start, which greatly improves the power response and output performance of the engine at low speed.

The engineers were not satisfied, and in order to squeeze more power from the car engine, in 2015, they relied on low-inertia rotor turbine technology. The low-inertia twin-rotor turbocharger was also developed, so that the engine speed only needs 280 rpm, and it can be easily driven, which is equivalent to the turbocharger starting as soon as the car starts.

Later, engineers combined ECU and low-inertia twin-rotor turbine technology to become an electronically controlled turbine, making the engine more efficient.

It is precisely because of the successful combination of aero engine technology and automobile engine technology in history that Ling Shizhe merged two seemingly unrelated departments.

Oil-powered engines used in model airplanes, whether they are slurry shaft type or turbojet type. Although it sells well in the market and is highly profitable, it belongs to a niche market after all. The demand has always been limited, and it has not yet reached the era of the great development of micro turbofan engines, so the profits of gasoline engines alone cannot support large aero engine projects.

As for the processing of large blades, not to mention, the profits of blade OEM are pitifully low, and Ling Shizhe retained it just to accumulate technical experience for the later processing of aviation blades, and to support the huge amount of research and development funds required for empty engines.

After everyone was gone, Brody. McCraw came again, and the first thing he said as he walked through the door was, "Boss, my team and I have come up with a new car engine." Would you like to take a look? ”

New car engines? It's only been a few days, and they've made a new model on the Mitsubishi nose of the 4G63? With doubts. The two came to the automotive power laboratory.

In front of him were two 2.0 engines, strange. Isn't the 4G63 engine 2.0, why did you get two more 2.0 engines? Seeing McCraw make a "please" gesture, Ling Shizhe walked up to the engine display table in confusion and looked at it carefully......

Both engines belong to the dual camshaft + variable timing chain technology, and are also equipped with two turbochargers, one is a low-inertia rotor turbocharger and one is a dual-channel turbocharger; At the same time, it is also equipped with a multi-point EFI oil supply system.

The only difference between the two engines is that one belongs to the DOHC DOHC DOH One is a double-bottom camshaft engine.

The advantage of a dual-channel turbocharger is that it can effectively reduce the exhaust interference of the engine and increase the exhaust flow rate of the engine exhaust pipe, so that the turbine can be involved earlier, so as to improve the efficiency of the engine.

Camshaft engines are divided into two types, overhead and bottom, and the one mounted on top of the engine is called a double overhead engine, or DOHC. Installed at the bottom of the engine, it is called a bottom-mounted engine, such as the famous GDI engine of General Motors in the later generations is a bottom-mounted camshaft configuration.

The advantages of the DOHC engine are that it has enough power, high power and high speed, but the disadvantages are that the torque is small, it is not very durable, and the adaptability of the road is poor, so it is suitable for driving on high-grade highways like Europe.

Compared with DOHC, the bottom-mounted engine has less power and power, but it has a lot of torque, can withstand the, and has strong road adaptability, so it is suitable for driving on roads with relatively bad road conditions. Like the United States, the vast majority of cars are equipped with under-mounted engines.

After taking a closer look, Ling Shizhe found that these two engines were actually aluminum engines, and they wouldn't be all-aluminum, right? Ling Shizhe turned his head to look at McCraw who was standing aside.

McCraw smiled slightly, took a hoist from the side, tied the iron chain to both sides of the engine, and then pulled it, and the internal structure of the engine was completely displayed in front of Ling Shizhe's eyes.

Sure enough, Ling Shizhe guessed correctly. Both are all-aluminum engines.

"McCrow, you have a problem with the design of your engine, so let's switch to cast iron." Ling Shizhe said lightly.

“boss。 What's wrong with my design? ”

Ling Shizhe pointed with his hand and said, "You see, the cylinder block of the engine you designed adopts an open waterway design. But you add a twin-turbo system to them, and the cylinders can't stand it and it cracks. ”

As a traverser, Ling Shizhe is no stranger to the words cast iron cylinder block and all-aluminum cylinder block, and the difference between the two materials is not just the manufacturing material. In addition to factors such as weight and cost, the most important thing to consider when manufacturing an engine block is strength and durability, and these two characteristics of the cylinder block and what materials are used to manufacture them are not directly related.

Aluminum materials for automobile engines have appeared since the end of the 50s, and it was in the early eighties that large-scale application began to be used in automobile engines. Until then, automotive engines had been made of cast iron.

Many of the early car engines were air-cooled, and the cylinder block was a casting with a large heat sink, which was used by the Porsche 911 before the 996 series, and even the Volkswagen Beetle. However, air-cooled automobile engines require a complex cooling and air generation system, and the environmental adaptability is also poor, and it is soon replaced by a compact water-cooled system.

Water-cooled engines not only need water tanks, cooling pipelines, water pumps, which are devices for circulating coolant, but also need to design a cooling channel between the cylinder wall and the cylinder shell. The arrangement and size of these openings. It can directly affect the impact of the piston and connecting rod mechanism on the cylinder block when running at high speed, so it can be divided into open, semi-closed and closed cooling channels according to the different designs of cooling channels.

Open cooling channels are the most common design for all-aluminum cylinders. The cooling channel opening that completely surrounds the cylinder barrel makes there be no support structure between the cylinder wall and the cylinder shell, and the cylinder barrel can be completely "soaked" in the coolant, which is in the shape of an "8" from the appearance. The advantage of this design is high cooling efficiency and light engine weight, and the disadvantage is that the strength of the cylinder block is insufficient, so it is often used in naturally aspirated or low-boost engines, representing most of Honda's models, Toyota ZR, GR series engines, BMW's N46, 52, 54 series models, Porsche naturally aspirated horizontally opposed engines, and Subaru EJ205 turbocharged engines.

This aluminum block design is not a new technology, and Suzuki G, K series and Honda D series engines have been widely used in the 80s of the last century. The Volkswagen 1.4TSI switched to a cast iron block to accommodate the requirements of the dual boost system. However, an open cooling channel design is also used.

After that, there is the semi-enclosed cooling channel, which is actually a reinforced version of the open water channel. The strength of the all-aluminum block can be improved to a certain extent, and this design is usually seen on turbocharged models. However, only a few engines use this "remediate" technology. The most representative are Subaru's EJ207, liter and Mitsubishi EVOX's 4B11T turbocharged engine, but it still cannot withstand a boost value of more than 1.0 bar, and there are not a few cases of cylinder block rupture after the power modification without block strengthening.

This is also why Ling Shizhe said that McRaw's engine design is problematic, the aluminum alloy block of the open waterway cannot withstand the high pressure brought by the turbocharger, not to mention the twin-turbo architecture, you can imagine how much pressure the engine block will bear, the cylinder block will break sooner or later, and the engine will explode if it is not good.

The only way to keep this design is to get rid of the turbocharging system; If you don't want to remove it, you can only redesign and change the manufacturing materials of the engine; Both enclosed waterway design.

Closed cooling channel is the most commonly used design of cast iron cylinder block, only a small area of cooling channel opening is provided on the plane of the cylinder block, the impact force of the piston and connecting rod mechanism on the cylinder block can be evenly absorbed, and the sealing of the cylinder gasket is also stronger under high pressurization.

Due to the higher strength and durability of cast iron, the potential for power improvement is significantly higher than that of common all-aluminum cylinders, but the disadvantage is that the cooling efficiency is insufficient, and the performance requirements of the cooling system are higher. However, for turbocharged engines, the reliability and durability of the cast iron block are still ideal, so the Audi AXX, Volkswagen EA113, EA888 series four-cylinder turbocharged engines have always used closed waterway cast iron blocks.

However, in order to reduce the weight of the engine, improve the cooling efficiency, and ensure sufficient block strength, the all-aluminum block engine with a closed cooling channel design was born, and Aston Martin, Ferrari, and Lamborghini have widely adopted this technology in the 60s of the last century.

For production cars other than supercars, there are not many engines with all-aluminum cylinder blocks with closed cooling channels, and BMW is only equipped with high-end models such as the X5M, X6M, the new M5, and the 760Li, and the S63B44 and N74B60 engines use a closed waterway design on the magnesium alloy blocks. Audi's V8 and V10 engines used in the RS4, 6, 8, R8 and Gallardo models use a closed waterway silicon-aluminum-magnesium alloy block, but the main bearing seat is still made of traditional cast iron.

Therefore, it is not that the all-aluminum engine with a closed waterway design adopted in this era is not absent, but the manufacturing cost of such an engine is too high, and it can only be seen in sports cars and luxury cars.

The two engines in front of you, as can be seen from its casting process, it is a fusion of Mitsubishi's 4G63 and Octavia Star's 1.6T engine two advantages, is a new cost-effective engine, in the case of ECU without restrictions, the two engines can release a maximum of 550 to 600 horsepower, although it is a little smaller than Mitsubishi's 4G63 nose can release a maximum of 700 horsepower, but it also integrates the high reliability and high fuel economy of the Octavis Star 1.6T displacement engine, high durability, ease of maintenance and low cost.

Therefore, this engine is more suitable for low-to-mid-range practical family cars, and cannot be used as a power equipment for high-end axle cars and luxury sports cars.

But such a civilian engine is cast with expensive aluminum alloy materials, which makes its advantages disappear all of a sudden, which makes Ling Shizhe feel a pain. McCraw was completely misguided. (To be continued)