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With the development of technology, people's technical requirements for automobiles are becoming more and more demanding, not only requiring 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, and once it comes to such requirements, the first thing that comes to people's minds is to install a turbocharger on the engine.

But turbochargers are not a panacea, and now when it comes to turbocharging technology, the first thing that may come to mind is the enemy of turbocharging technology, the turbo hysteresis effect.

Volkswagen thought of a solution to the turbo hysteresis effect is dual supercharging, and Libi uses the complementary technical characteristics of supercharging and turbocharging to equip the engine with a supercharger.

But for many manufacturers, they think that such a machine actually has no characteristics, and they are not like Huayang Power, there is a demon designer like Jin Xiaoqiang, who can casually design a mechanical supercharger that can be paired with any turbocharger.

After all, compared with mechanical superchargers, turbochargers can easily achieve a higher specification of turbocharger ratio, and can also be very effective and reasonable to use the exhaust gas emitted by the car to reduce the pollution of automobile exhaust.

This is where the variable geometry turbocharger comes into play.

However, at that time, because people's requirements for gasoline vehicles were not as high as they are now, this technology has been stuck in the era of diesel engines.

It is not until recent years, when people's requirements for gasoline vehicle engines have become more and more demanding, that this technology has once again entered the eyes of automobile engine designers.

In fact, it is not a new thing to talk about variable section turbocharging technology, such superchargers have long been used in diesel engines.

The variable cross-section turbocharger VGT technology, in fact, is also divided into three categories, one is to rely on the intake throat of the turbocharger, adding a throat that can be adjusted with the working state to adjust the air intake volume of exhaust gas, Libi uses this method to achieve the purpose of changing the flow cross-section.

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

The principle of the second type is similar to the first, that is, a tongue-shaped adjustable nozzle blade is installed at the rear of the turbine intake section, and the size of the flow section is adjusted through the oscillation of the blade, so as to achieve the purpose.

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

In 2002, Fiat once applied the first VGT technology to their car, and blew it amazingly, and fooled many consumers to pay for their cars, but later consumers found that the effect of this supercharged engine was not obvious, and then Fiat's car disappeared.

VGT technology has also entered the sinking stage for a time!

It wasn't until around 20о8, when the demand for gasoline turbocharged engines grew, that Porsche and BorgWarner joined forces to start developing the third generation of variable-geometry turbocharger technology, and it was not until 2010 that a breakthrough was made, and mass production began in 2012.

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

After all, when the engine is idle or at low speed, the kinetic energy of the exhaust gas discharged is not enough to push the turbine blades, so when the car is at low speed, the turbine can not be involved in the work of the engine.

In order to reduce this hysteresis effect, the average car designer will generally use a small-sized turbocharger to solve this problem.

However, although the response of the small-sized turbocharger is more sensitive than the original, due to its small exhaust interface, when the car enters high-speed operation, his exhaust back pressure will increase, so the exhaust resistance will also increase, which will affect the peak power and peak torque data of the car. …,

In this way, automobile designers have thought of VGT variable section turbocharging technology, that is, on the edge of each fan blade of the small-sized turbine, a lightweight fan blade with adjustable angle is installed, and the deflector fan blade 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, and do as the internal pressure of the supercharger increases, and when the air flow speed becomes faster, the same angle as the original turbine fan blade is formed, and the size of a large turbine is deformed. The size of the flow section of the turbine fan blade can be changed at any time, and the turbocharger ratio, exhaust back pressure, and exhaust resistance of the turbine can be adjusted at any time through this method.

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

However, because the exhaust temperature of diesel engines is generally only about 400 degrees, such turbochargers can be said to be freely used in diesel engines.

However, this is not the case with gasoline engines, the exhaust temperature of gasoline engines is generally as high as 400 degrees to 1000 degrees, so it is impossible to directly apply this variable geometry turbocharger applied to the diesel engine and use it on the gasoline engine.

Therefore, the engineers of 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 blades that can be adjusted at any time to cooperate with the small turbine fan blades.

The turbocharger with the work of the automobile engine has 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 to make the kind of lightweight, you can adjust the angle and working conditions according to the air flow speed and air pressure at any time, it is not possible.

Because the original turbine fan blade is too heavy, and the material requirements of the guide fan blade installed in the heart are as light as possible, and the texture must be hard and hard, not easily deformed, and it must have a very strong ability to resist oxidation and corrosion, and it must be suitable for long-term work at high temperatures of 600 degrees to 1200 degrees.

In this way, in order to find the material of such a small guide vane, Porsche and BorgWarner engineers searched for four years.

Finally, the material of aviation special steel is found, which is a lightweight and hard carbide with high temperature resistance, corrosion resistance, oxidation resistance and long working life.

When they found this alloy, they were ecstatic, and they quickly attached the guide vanes produced by Libi to the turbines, began experimenting, and were an immediate success.

Adding such a variable-geometry turbo to the latest Porsche 911 not only immediately solves the problem of turbo lag, but also achieves an unimaginable breakthrough in engine power and torque.

With one such turbocharger, the 3.86-cylinder engine of the Porsche 911 can burst out with 500 hp and 650 Nm of torque, which is already in the category of V8 engines.

And when the second turbo intervenes in the engine's work, the 3.8 displacement six-cylinder engine can burst out with 530 hp and the torque can be increased to a frightening 700 Nm.

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

It can be seen that the power of this variable geometry turbocharger can not only change the hysteresis effect of the turbo, but also significantly increase the peak power and torque of the engine, so it has to be said that the birth of this turbocharger is a miracle.

Now Porsche has not thought of cooperating with BorgWarner to develop such a variable-geometry turbocharger, because the current models on the market have just reached the era of large-scale popularization of ordinary turbochargers.

Therefore, Jin Xiaoqiang plans to take advantage of such a time gap to beat the time difference between these European and American car dealers.

You must know that after the birth of this variable geometry turbocharger, other large car manufacturers in the world have also invested heavily in the development of such a turbocharger.

Because they have abundant funds and sufficient technology accumulation, this variable geometry turbocharger will soon become a big commodity.

Mercedes-Benz, BMW, Volvo, Audi and other world-renowned manufacturers soon mastered this technology.

The names have become varied, Audi, Volvo tube this technology is called VNT......

The essence of this turbocharger lies in the material of the deflector fan blade, and adjusting the data parameters, adjusting the data parameters, it takes thousands of experiments to accumulate, but now if you want to produce this kind of turbine, you must find the right material.

This kind of Porsche and BorgWarner engineers are difficult for four years of blade material, but in Jin Xiaoqiang's view, it is commonplace, because in later generations he has seen the introduction of this turbocharger in detail, and he has also turned over the wall to the Internet A lot of information is missing, so he knows the material of this blade.

However, is it an aluminum and titanium alloy obtained by powder smelting, isn't it a small amount of rare earth elements, isn't it boron and zirconium elements?

If the engineers of Porsche and BorgWarner in their previous lives knew that they had been studying the special K418 series special alloy for 4 years, and they were copied by Jin Xiaoqiang in this way, it is estimated that they would have to vomit blood and die in anger.

Soon, a successful design of the latest generation of variable geometry turbocharger was born on Jin Xiaoqiang's special design computer. (Lying on the bear_ provided by no beginning)