RU2100626C1 - Method for turbocharging internal-combustion engine - Google Patents

Abstract

FIELD: thermal engineering. SUBSTANCE: method involves compression of atmospheric air in turbocompressor, its cooling down by means of low-temperature cooler using intermediate coolant which is, essentially, low-boiling liquified gas circulating over closed intermediate loop between two regenerating porous compact heat exchangers; supercharging air is forced through one of them being cooled down by intermediate coolant; atmospheric air is forced through other heat exchanger to cool down intermediate coolant in it. EFFECT: provision for turbocharging internal-combustion engine at ambient temperature fluctuations between -50 and +50 C. 1 dwg, 1 tbl

Description

 The invention relates to a power system and is intended for the development and production of turbocharged systems of internal combustion engines (ICE).

 The invention is known in the art in which atmospheric air is compressed in a compressor of a turbocompressor and then cooled with a low-temperature cooler (SU, aut. St. 1312204, F 02 B 29/04, 1987).

 An object of the invention is the implementation of such an ICE turbocharging system in which charge air would be cooled by a low-temperature cooler, which would itself be cooled by atmospheric air.

, при принятом расчетном колебании температуры атмосферного воздуха в относительных величинах 1 ≅ T_возд. ≅ 1,447828 и при сохранении расчетных параметров в замкнутом промежуточном контуре.The problem is solved due to the fact that the method of turbocharging an internal combustion engine, including compressing atmospheric air in a turbocompressor compressor, cooling it using a low-temperature cooler, it uses an intermediate coolant, low-boiling liquefied gas, which circulates through a closed intermediate circuit between two regenerative porous compact heat exchangers, in one of which is evaporative, the intermediate heat carrier absorbs heat (thermal power (b) from charging air, cooling it to the required temperature, and in another condenser air, gives it (it), working as a heat pump, to cooling atmospheric air, thereby transferring this heat (thermal power) from the evaporative heat exchanger to the condenser one, and the intermediate heat carrier in a closed circuit it is pumped by its compressor, and after a condenser heat exchanger it is throttled in its throttle valve with its required cooling before it is fed to the evaporative heat exchanger, which, the intermediate heat carrier then enters the loop compressor, and from it to the condenser heat exchanger, and so on, while the degree of post-cooling of the charge air in the evaporative heat exchanger varies within

, at the accepted design temperature fluctuation of the atmospheric air in relative values of 1 ≅ T _air. ≅ 1,447828 and while maintaining the calculated parameters in a closed intermediate circuit.

 As an intermediate coolant, liquefied gas is used.

 So, in the method proposed here, real liquefied gas and its throttling using the Joule-Thomson effect are used as an intermediate coolant.

a/V², т. е. каждому объему и температуре соответствует одно определенное давление, т. е. в координатах P-V это будут изотермы. Преобразуя полученное уравнение, также нетрудно получить выражение:

которое, как видно, является уравнением третьей степени относительно удельного объема V. При достаточно высокой температуре это кубическое уравнение имеет один вещественный корень (два корня комплеконы). Такая ситуация в реальных газах называется критической, при которой, естественно, имеем, T_кр., P_кр. и V_кр..From the equation describing the state of real gases of Van der Waals (VdV), (P + a / V ² ) • (V b) RT, in which "a" and "b" are constants independent of P, V and T, resolving it with respect to pressure P, it is easy to obtain P

a / V ² , i.e., each volume and temperature corresponds to one specific pressure, i.e., in the PV coordinates these will be isotherms. Transforming the obtained equation, it is also easy to obtain the expression:

which, as can be seen, is an equation of the third degree with respect to the specific volume V. At a sufficiently high temperature, this cubic equation has one real root (two roots are complexes). Such a situation in real gases is called critical, in which, naturally, we have T _cr. , P _cr. and V _cr. .

.If T <T _cr. then the cubic equation has three real roots, which indicates a zigzag double inflection in the airborne isotherms in the PV coordinates (4.6). That is, at TT _cr. airborne isotherms in the P coordinates have two extreme points at which the first derivatives of ur. Airborne

.

0.With the tendency of T to T _cr. these extreme points begin to approach each other, and the zigzag of the isotherm, at the same time, degenerates at TT _cr. the extreme points merge into one point, the inflection point in the complete absence of a zigzag in the only critical isotherm of the airborne forces and at its inflection point to the critical point, naturally, the second derivative

0.

нетрудно получить:

и
Решая все три уравнения совместно, получим:

из которых, после преобразования, получим также полезные соотношения:

Здесь газовую постоянную можно представить, например, как

, где μ молекулярный вес вещества, т. е. здесь газовая постоянная отнесена к 1 кг любого газа.From the van der Waals equation of the form

it is easy to get:

and
Solving all three equations together, we obtain:

of which, after conversion, we also obtain useful relations:

Here the gas constant can be represented, for example, as

, where μ is the molecular weight of the substance, i.e., here the gas constant is assigned to 1 kg of any gas.

 The obtained results confirm the purely physical idea that all real gases are vapors of various liquids, and the closer the gas is to the transition to the liquid state, the greater its deviation from the properties of an ideal gas, the state of which is described by the PV RT equation.

 If the gas is compressed at T const (in terms of the isotherm), then a saturation (gas liquefaction) state can be achieved corresponding to this T and some specific pressure P. With further compression, the gas (steam) will condense and completely turn into a liquid at a certain moment. The process of transition of a gas (vapor) to a liquid takes place at constant temperature and pressure, since the pressure of a saturated gas (vapor) is uniquely determined by temperature.

The region of two-phase states (vapor-liquid) lies between the curves of boiling liquid and dry saturated steam, consisting of a set (in the limit of the geometrical points) of the extreme roots of cubic ur. VDV V ₁ and V ₃ , with V ₁ <V ₃ , according to their series V ₁ <V ₂ <V ₃ .

With an increase in pressure P and, of course, with a simultaneous increase in temperature T, these curves, together with the second root V ₂ and two extreme points on the isotherms, will rush to one single point at which all this will merge, this is to a critical point, individual for each particular substances, with their individual values of P _cr. , T _cr. and V _cr. characterizing their critical states.

 In a critical state, the differences between the liquid and the vapor (gas) disappear. It is the limiting physical state for both single-phase and substance that decays into two phases. At a temperature higher than critical, gas (steam) cannot under any pressure condense, i.e., turn into a liquid.

Используя для реальных веществ (газов) уравнение Ван-дер-Ваальса для умеренных давлений, определив

, после общих упрощений и преобразований выше приведенного дифференциального уравнения, получим:

где ΔP = P₂- P₁, а индексы 1 и 2 соответственно относятся к состоянию вещества до и после дросселирования, при этом C_p теплоемкость вещества при постоянном давлении.Due to the fact that the throttling process is an isoenthalpic process, i.e., the enthalpy (heat content of the throttled substance) in it does not change in this process, the throttling effect in the differential representation has the form:

Using the van der Waals equation for moderate pressures for real substances (gases), defining

, after general simplifications and transformations of the above differential equation, we obtain:

where ΔP = P ₂ - P ₁ , and indices 1 and 2 respectively refer to the state of the substance before and after throttling, while C _{p is the} heat capacity of the substance at constant pressure.

 From the last approximate expression obtained, the options that appear in the table follow.

 Changing the sign of the throttle effect is called inversion.

и, как следует из выше приведенных выражений, это происходит только при 2a/RT b, откуда имеем T_инв.= 2a/Rb, а учитывая, что T_кр. 8/27•a/Rb (см. выше), получим T_инв. 6,75 T_кр..At inversion point

and, as follows from the above expressions, this happens only at 2a / RT b, whence we have T _inv. = 2a / Rb, and given that T _cr. 8/27 • a / Rb (see above), we obtain T _inv. 6.75 T _cr .

 Thus, the inversion temperature of real gases (substances) by the airborne forces is 6.75 times higher than their critical values.

As follows from the table, the temperature of the substance during throttling increases if T ₁ > T _inv. , and decreases if T ₁ <T _inv. . The inversion temperatures of most substances (gases), with the exception of hydrogen and helium, are quite large and the throttling processes usually go with lowering the temperatures of the substances, with the exception of the two above mentioned, but they are, nevertheless, not only cooled, but also throttled, previously having cooled them with liquid air, and hydrogen is throttled even into a solid state, after having previously cooled it with liquid helium.

и

(см. выше), получим

где индекс др. относится к дросселированию, например, T_др. - температура вещества перед дросселированием (бывший индекс 1), т. е. перед дроссельным вентилем.From the last approximate equation, first transforming the bracket (2a / RT
c) by introducing into it

and

(see above), we obtain

where the index dr. refers to throttling, for example, T _dr. is the temperature of the substance before throttling (former index 1), i.e., before the throttle valve.

При положительной скобке в (1), а она будет положительна для всех нормально сжижающихся веществ, кроме водорода и гелия, при P₂- P₁= ΔP_др< 0, т. к. при дросселировании всегда P₂ < P₁, будем иметь и T₂- T₁= ΔT_др< 0, т. е. T₂ < T₁, а это означает, что вещество при его дросселировании захолаживается, т. е. здесь будет иметь место так называемый положительный дроссельный эффект. Однако, поскольку ΔT_др и ΔP_др имеют один и тот же отрицательный знак, при положительном знаке скобки, формально, при вычислениях по (1), они оба будут положительными, хотя неформально, а по сути ΔP_др всегда отрицательно.Further, assuming in a first approximation that the heat capacity of gaseous substances is C _p ≃ C _v + R = 3R + R = 4R, we finally obtain:

With a positive bracket in (1), and it will be positive for all normally liquefying substances, except hydrogen and helium, at P ₂ - P ₁ = ΔP _dr <0, since when throttling is always P ₂ <P ₁ , we will have and T ₂ - T ₁ = ΔT _dr <0, i.e., T ₂ <T ₁ , which means that the substance is chilled when it is throttled, i.e., the so-called positive throttle effect will take place here. However, since ΔT _dr and ΔP _dr have the same negative sign, when the brackets are positive, formally, when calculating according to (1), they will both be positive, although informally, but in fact ΔP _{dr is} always negative.

If the bracket in (1) changes sign and becomes a negative value, and this is possible at very low T _cr. substances (for example, helium, hydrogen), then ΔT _dr will essentially become a positive value, and this means the heating of the substance during its throttling. To avoid this, it is necessary to lower the temperature of the substance T _al in front of the inductor, which is what is done by liquefying hydrogen and helium and curing H ₂ .

Thus, the best cooling agent, when throttled, is one that has higher T _cr. , and doubly, since in (1) an increase in T _cr. reliably holds not only the desired positive sign of the bracket, but also increases the module ΔT _dr , which increases the depth of cooling.

The cooling depth, as can be seen from (1), increases with decreasing P _cr. substances, and this, moreover, at the required and fixed level ΔT _dr , makes it possible to reduce also ΔP _dr to the minimum acceptable level, which is extremely important for the strength of devices using the Joule-Thomson throttle effect, since the level of the required difference the pressure on the throttle in such devices determines the maximum pressure in their design.

(2)
или

(3)
или, в связи с тем, что,

весьма упрощенное, но тем не менее, очень удобное:

(4)
где ΔT_дрx T_др величины (величина), задаваемые по схемным требованиям (см. чертеж); P_кр/T $\genfrac{}{}{0ex}{}{\text{2}}{\text{кр}}$ величины (величина), характеризующие индивидуальность веществ, необходимые, например, для выбора из них подходящего промежуточного теплоносителя, к примеру, в замкнутом промежуточном контуре схемы (см. чертеж).From equation (1), transforming it for further analysis, you can get the expression:

(2)
or

(3)
or, due to the fact that,

very simplified, but nonetheless very convenient:

(4)
where ΔT _dr x T _dr quantities (quantity) specified according to the circuit requirements (see drawing); P _cr / T $\genfrac{}{}{0ex}{}{\text{2}}{\text{cr}}$ quantities (magnitude) characterizing the individuality of substances, necessary, for example, to select a suitable intermediate coolant from them, for example, in a closed intermediate circuit of the circuit (see drawing).

Since the technical solution proposed in the application relates to cooling systems, for it, in general, the most critical situation will be as high as possible, determining the situation of temperature, ambient air temperature equal to 323.3K (50 ^o C).

 According to the proposed method of performing an internal combustion engine turbocharging system, atmospheric air with such an extremely high temperature, on the one hand, namely, TCA, is injected into evaporative TO-1, where it must be cooled to a predetermined temperature before being fed to the engine, and on the other hand, the same air, for example, with an internal combustion engine radiator fan and a vehicle’s high-speed head, is pumped into the TO-2 condenser, where it pre-cools the closed loop intermediate coolant of two system heat exchangers (see merchandise).

With adiabatic compression of the air in the TCA compressor, for example up to P 3 atm, at a specified inlet temperature of 323.3 K (50 ^o C), its temperature at the compressor outlet T 443.3 K (170 ^o C).

With these parameters, the charge air enters the evaporative TO-1, where it is cooled, for example, to a temperature of 273.3K (0 ^o C) and acquires, taking into account the pressure loss on its pumping along the TO-1 path (for example, P 0.3 atm ), the pressure at the outlet of the evaporator is P 2.7 atm.

 With these parameters, charge air is supplied to the internal combustion engine.

On the other hand, an intermediate coolant (PT), for example, with a temperature of T 263.3K (-10 ^o C) and P 1.3 atm, is fed into the second path of the evaporative TO-1, in countercurrent to the charge air, so that the temperature difference between charge air and its cooler PT, on this side of TO-1, would, for example, ΔT _min = 10 ⁰ .

On the opposite side of the TO-1, the temperature of the PT can be taken, for example, T 273.3K (0 ^o C), so that the heating of the cooler PT is T _Fri 10 ^o C, and its pressure at the outlet of the TO-1 would be P 1 atm, that is, pressure loss on the pumping of the PT in TO-1 and 0.3 atm are also taken here. In this case, the maximum temperature difference between the charge air entering into the TO-1 and the exhaust air leaving it will be ΔT _max 170 ^o C.

, который по своему уровню является весьма обнадеживающим. При этом КПД ТО-1 η_то-1, по определению равный отношению реального захолаживания горячего теплоносителя (наддувочного воздуха) к его предельно теоретическому захолаживанию, будет 443,3K 273,3K/443,3K 263,3K 0,9444, т. е. необычайно большой, по-видимому, из-за мизерного ΔT_min 10^oC.According to the approximate data (requirements) for the evaporative TO-1, it is possible to determine the average logarithmic temperature head of heat transfer in it

, which in its level is very encouraging. In this case, the efficiency of TO-1 η _to-1 , by definition equal to the ratio of the real cooling of the hot coolant (charge air) to its extremely theoretical cooling, will be 443.3K 273.3K / 443.3K 263.3K 0.9444, i.e. . unusually large, apparently due to the meager ΔT _min 10 ^o C.

At the same time, atmospheric air with T 323.3K (50 ^o C), on the other hand, is injected, almost at atmospheric pressure, into the condenser TO-2 to pre-cool the PT, countercurrently circulating along its other path (see drawing). At the same time, from the side of atmospheric air inlet into TO-2, the temperature difference between these two coolants is also taken to be minimal, i.e., DT _min 10 ^o C. Then, according to the accepted ΔT _min = 10 ⁰ and atmospheric air temperature T 323, 3K (50 ^o C), the temperature emerging from the TO-2 intermediate coolant T _pt. T _dr. 333.3K (60 ^° C).

With this temperature, the PT, according to the drawing scheme, is supplied to the throttle, where due to throttling it must cool to T 263.3K (-10 ^o C) and after throttling it must have a pressure of P 1.3 atm. Thus, on the throttle there is a temperature difference Δ T _other 70 ^o C.

 Now it is possible to solve the question of the choice of the substance PT, using for this purpose an extremely simplified relation (4) and reference data on these substances.

If we substitute the initial data specified above in (4), then we can obtain: ΔP _dr ≃ 4.762x70x333.3xP _cr / T $\genfrac{}{}{0ex}{}{\text{2}}{\text{cr}}$ = / 333.3 / T _cr / ² xP _cr , according to which, and according to (6), a number of substances were sorted in order to determine the substance with a minimum Δ P _other for the specified conditions, which turned out to be the organic compound C ₁₂ H ₂₆ , n dodecane having T _cr. 663.9K (390.6 ^° C) and P _cr. 18.5 atm and giving, for the conditions stated above, DP _dr. 4.6627 atm. Some of the other substances considered in increasing order of DP _others in atm, they will be in parentheses and give the following series: organics C ₁₁ H ₂₄ , n-undecane (5.35); C ₁₀ H ₂₂ , n-decane, (6.13); C ₉ H ₁₂ , 1,2,4-trimethylbenzene (8.54); C ₆ H ₆ , benzene (17.5); C ₃ H ₈ O, n-propyl alcohol (19.3); C ₂ H ₆ O, ethyl alcohol (26.2); Freon F-12, used in domestic refrigerators (30.68) and inorganic NH ₃ , ammonia (75.36), etc.

Therefore, it is recommended here to use C ₁₂ H ₂₆ , n-dodecane, giving DP _other 4.6627 atm, i.e. the minimum level of structural load in the proposed turbocharging system, as an intermediate coolant (PT), for the specified conditions.

будет T₂ 273,3• (6,2627)^0,2481203 430,85K (175,55^oC), здесь для многоатомных веществ K 1,33; при этом разогрев прокачиваемого через ТО-2 атмосферного воздуха, из-за отсутствия здесь ограничений на его массовый расход, можно принять минимальным, порядка T_возд 10^oC. Следовательно, на выходе из ТО-2 атмосферной среды будет иметь T 333,3K (60^oC), против входной T 323,3К (50^oC).According to the chain of closed intermediate circuit of this system, it is now easy to establish that its compressor should give the pressure of the PT, when it enters the condenser TO-2, P ₂ 6.2627 atm, and the temperature of the PT, in this case, due to the adiabatic compression of the cooler, according to the expression

will be T ₂ 273.3 • (6.2627) ^0.2481203 430.85K (175.55 ^o C), here for polyatomic substances K 1.33; in this case, the heating of atmospheric air pumped through TO-2, due to the absence of restrictions on its mass flow rate here, can be taken to be minimal, on the order of T _{air of} 10 ^o C. Therefore, at the outlet of TO-2 of the atmospheric environment it will have T 333.3K ( 60 ^o C), against the input T 323.3K (50 ^o C).

 Thus, an approximately-approximate, basic basis of the technical specifications (TK) for thermohydraulic design studies of the technical solution proposed here has been obtained, however, for an extremely high, but calculated temperature of the surrounding atmosphere.

However, in this basic basis, however, it lacks, on the proposed herein a method for performing turbo system, the thermal power level transmitted by it, which, meanwhile, can be determined from mnemonic ratio Q _then, KW ≃ 0,1 • N _{combustion engine, dissolved} , of course, when setting a specific level of N _{ICE, hp,} but this will already be the specificity that is not typical of the application materials.

Nevertheless, according to the method of implementing the ICE turbocharging system proposed here, designated Q _then , it will pass through all its nodes: heat exchangers, a TCA compressor and a ZK compressor (closed loop), as well as a radiator fan.

In the heat exchangers of the system, the indicated heat power is transferred between their heat carriers to each other practically without loss and therefore, in principle, they are not its consumers, but two compressors and a fan, on the contrary, consume it, and taking into account their efficiency, their drives can consume more power than Q _then .

 Typically, the fan is rotated in the internal combustion engine by the engine through a mechanical transmission from its shaft and, therefore, some of its power is spent on this. Since the proposed technical solution uses the TKA traditionally used in well-known turbocharging systems, it now makes sense to convert it into a TGKA (turbo-generator-compressor unit) by raising the capacity of its turbine, which works from the internal combustion engine exhaust gases, to the appropriate level, and from its generator to power the electric drives of three consumers.

Assuming that the efficiency of these consumers is the same, we obtain the required turbine power of the turbine engine ТГКА Q _t , kBt = 3Q _then / η _p η _t = 0.3 / η _p η _t N _ICE , hp, where η _p ≃ 0.75 and η _t ≃ 0.85, respectively, the efficiency of consumers and turbines.

For example, we take N _ICE 100 hp ≃ 73.53 kW. Then Q _t 47 kW.

Из полученных цифр следует, что N $\genfrac{}{}{0ex}{}{\text{теор}}{\text{ДВС}}$ распределяется следующим образом: вал ДВС берет 50% турбина ТГКА 32% а 18% уйдет с выхлопными газами.We also take the thermal efficiency of the internal combustion engine η _t 0.5 [5] Then the maximum theoretical thermal power of the internal combustion engine, which he would develop in the absence of losses (the energy of all burnt fuel is turned into useful work), will be

From the obtained figures it follows that N $\genfrac{}{}{0ex}{}{\text{theor}}{\text{ICE}}$ distributed as follows: ICE shaft takes 50% turbine TGKA 32% and 18% will go with exhaust gases.

 Consequently, the efficiency of an integrated propulsion system, the turbocharged system of which is made according to the proposed technical solution, will be at the level of 82%, i.e. this is a very high efficiency, and all this is due to the high degree of utilization of the energy of exhaust gases in such an installation.

Now you need to imagine what will happen to the turbocharging system, according to the method of its implementation proposed here, if its calculated atmospheric conditions adopted above change and, at ambient temperature, take an extremely low level of T _atm 223.3K (-50 ^o C) . Moreover, in this case, the requirements for charge air, naturally, remain the same, i.e., it must, before being supplied to the internal combustion engine, have the same temperature T 273.3K (0 ^o C) and the previous pressure P 2.7 atm (Fig. 1).

Thus, in relation to the calculated conditions, the environment lowered the temperature by 100 ^o , this is quite a lot.

19,0335^o и h_то-1 0,7636. Оба эти показателя существенно отличаются от расчетных, и оба они ниже расчетных.With this decrease, the temperature from the TCA at the inlet to the evaporative TO-1 will be T _in 305.6K (32.3 ^o C), and at the outlet it should be the same T _out 273.3K (0 ^o C), unless of course the temperature diagram of the PT (cooler) in TO-1 will also remain the same; T _in 263.3K (-10 ^o C) and T _out 273.3K (0 ^o C), and possibly a little adjusted (see below). In this case, the pressure and pressure drops in the TO-1 should remain approximately the same. In this case, the TO-1 is implemented

19.0335 ^o and h t _-1 0.7636. Both of these indicators differ significantly from the calculated ones, and both of them are lower than the calculated ones.

149,53^o и h_то-2 0,952, против расчетных величин этих параметров по ТО-2, которые соответственно имеют значения

38,44^o и η_то-2 0,907. КПД здесь хоть и изменился, но несущественно, а вот температурный напор теплопередачи увеличился в 3,89 раза, а это, при неизменной расчетной конструкции системы, приводит к переохлаждению промежуточного теплоносителя почти до предельно возможного, в такой ситуации, уровня 223,3K (-50^oC).If in the condenser TO-2 lower the air temperature diagram below 100 ^o , and according to the requirements of the evaporative TO-1, leave the temperature diagram of the intermediate coolant in it unchanged from the calculated one, i.e. at the same level, then it is easy to determine

149.53 ^o and h _to-2 0.952, against the calculated values of these parameters for TO-2, which respectively have values

38.44 ^o and η _to-2 0.907. Efficiency here, although it has changed, is not significant, but the temperature head of heat transfer has increased 3.89 times, and this, with a constant design of the system, leads to supercooling of the intermediate coolant to almost the maximum possible level of 223.3K (- 50 ^o C).

Using the simplified expression (4) and assuming that, with the ZK compressor running, the pressure drop across the throttle remains the same, i.e., Δ P _dr. 4.6627 atm, it is easy to calculate that the temperature drop in this case will be DT _dr. ≃ 0.2 ^o , i.e., practically it does not exist. Then the temperature behind the choke will be the same as in front of it, namely ≈ 223.3 K (-50 C), i.e. ≈40 ^o lower than the required 263.3 K (-10 ^o C) (see drawing).

 There is only one possibility to return the condenser TO-2 to its design state is to reduce the process of cooling the PT in it with extremely cold atmospheric air due to the partial or complete cessation of its supply to the condenser TO-2. Technically, it is easy to do this with the help of rotary shutters, which can almost completely block the air ducts of the TO-2 air duct, as is usually done on car radiators, and, in addition, provide for the bypass loop of the PT after the throttle through the temperature regulator in the ICE turbocharger system directly with the compressor ZK, up to the complete cessation of supply of PT to the evaporative TO-1.

Since the calculated temperature here is reasonably accepted as the extremely high atmospheric temperature 323.3K (50 ^o C) and the structural appearance of TO-1, however, like all other units of the system, it has been calculated and created, and then materialized using structural materials in the finished product, which then it is not subject to any changes, then when the design conditions change, it (the product) will functionally behave, naturally, non-computationally.

он уменьшается и составляет почти 1/3 от расчетного напора. Это означает, что крайне холодный воздух, после сжатия в компрессоре ТКА, в этом случае, в испарительном ТО-1, лишь доохлаждается до требуемого уровня.From the above data on TO-1, characterizing its functional behavior, in the calculated and in the extremely non-calculated states, provided that it does not change, at the same time, the temperature diagram of the intermediate coolant, which, as can be seen from the above, can be fulfilled, follows the main situational nonsense , namely, in this case, in the TO-1, the temperature difference in heat transfer significantly changes

it decreases and amounts to almost 1/3 of the design pressure. This means that extremely cold air, after compression in the TCA compressor, in this case, in the evaporative TO-1, only cools down to the required level.

в испарительном ТО-1, в турбонаддувной системе ДВС, выполняемой по предлагаемому здесь способу, получим еще один его существенный отличительный признак

, выполняющийся при принятом расчетном колебании температуры атмосферного воздуха в относительных величинах 1 ≅ T_возд. ≅ 1,447828 и при сохранении расчетных параметров в замкнутом промежуточном контуре системы.Introducing the concept of degree of cooling

in the evaporative TO-1, in a turbocharged ICE system, performed by the method proposed here, we obtain another significant distinguishing feature of it

performed at the accepted design temperature fluctuation of atmospheric air in relative quantities 1 ≅ T _air. ≅ 1,447828 and while maintaining the calculated parameters in a closed intermediate circuit of the system.

 In the framework of the noted significant distinguishing feature, in the evaporative TO-1 of the proposed turbocharged system, self-regulation will be automatically performed with respect to the change in the temperature of the ambient air, naturally, in the accepted interval of its change.

Claims (1)

A method of implementing a turbocharging system of an internal combustion engine, comprising compressing atmospheric air in a turbocompressor compressor, cooling it using a low-temperature cooler, characterized in that it uses an intermediate coolant, low-boiling liquefied gas, which circulates through a closed intermediate circuit between two recuperative porous compact heat exchangers, in one of which, evaporative, the intermediate heat carrier receives heat (thermal power) from the charge air, cooling it to the required temperature, and in the other, condenser, gives it (her), working as a heat pump, to the cooling atmospheric air, thereby transferring this heat (thermal power) from the evaporative heat exchanger to the condenser, and the intermediate heat carrier is closed the circuit is pumped by its compressor, and after the condenser heat exchanger it is throttled in its throttle valve with its required cooling before being fed into the evaporative heat exchanger, passing through which the weft heat carrier then enters the loop compressor, and from it to the condenser heat exchanger, and so on, while the degree of post-cooling of the charge air in the evaporative heat exchanger varies within

with the accepted design temperature fluctuation of the atmospheric air in relative values of 1 ≅ T _air ≅ 1,447828 and while maintaining the design parameters in a closed intermediate circuit.

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