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文献〔1、2〕表明高增压复合式发动机采用二级涡轮增压系统是合理的,并介绍了该系统的原理图。在已经制成的采用二级涡轮增压系统的发动机样机中,空气的压缩和废气的膨胀都是在两台串联的废气涡轮增压器上实现的。其中每台涡轮增压器都是按单独部件制作的。由于高压和低压涡轮增压器之间设有废气管路,故发动机的外部尺寸和重量有所增加,而且废气管路的流体阻力还会导致能量的附加损失。为了改善供气系统的配置并提高其效率,科洛姆纳内燃机车制造厂在他们制造的内燃机车用20ЧH26/26型发动机(功率为6000马力,转速是1100转/分)上采用了一种新结构的涡
The literature [1, 2] shows that it is reasonable to adopt a two-stage turbocharging system for the high-pressure compound engine, and the principle diagram of the system is introduced. In engine prototypes that have been made with a two-stage turbocharging system, both compression of the air and expansion of the exhaust gas are achieved on two tandem exhaust turbochargers. Each of these turbochargers is made as a separate part. Because of the exhaust line between the high-pressure and low-pressure turbochargers, the external dimensions and weight of the engine increase, and the fluid resistance of the exhaust line also results in an additional loss of energy. In order to improve the configuration of the air supply system and increase its efficiency, the Kolomna Diesel Locomotive Manufactory uses a 20CH-26/26 engine (with a power of 6,000 horsepower and a speed of 1,100 rpm) for the diesel locomotives they manufacture The new structure of the vortex