As against an inlet manifold engine of the same power, the turbo engine requires a smaller installation space and as such has a better power-weight ratio.
The exhaust turbo-charger has, as its main parts, a compressor and an exhaust turbine, whose gears are fitted on to a common shaft.
The exhaust turbine converts a part of its exhaust energy into rotational energy and drives the compressor. This sucks fresh air and supplies the pre-compressed air through turbo-air cooler, throttle valve and inlet manifold to engine.
Positioning element for exhaust turbo-charging.
The petrol engine has, due to its throttled air intake, a large range of variation in exhaust mass flow compared to the Diesel engine. An optimal adaptation of the exhaust turbine is possible only for a limited range. Passenger car engines must reach a high torque even at low speeds. Therefore the turbine housing is designed for a small exhaust mass flow, e.g., full load at n = 2000 min-1.
In order that exhaust turbo-charger does not now overload the engine, in the event of large flows of exhaust mass, a part of this flow in this range must be taken past the turbine through a bypass valve (“Waste gate”) to the exhaust system. Usually, this bypass valve is integrated in the turbine housing as butterfly valve. Use of poppet valve in a separate housing parallel to turbine is seldom.
Electronic supercharging pressure regulation
In a pneumatic-mechanical regulation, the positioning element of turbo-charger is directly exposed to the supercharging pressure from compressor outlet. Hereby, the torque-characteristics over engine speed can be selected only in very narrow limits. There is only one full load limit over the load. The tolerances can not be regulated as for degree of supercharging at full load. In part loads the closed bypass valve worsens the efficiency. Acceleration from low engine speed can lead to a delayed response of exhaust turbocharger (conspicuous “hole in turbo-charge”.
As against an inlet manifold engine of the same power, the turbo engine requires a smaller installation space and as such has a better power-weight ratio.
与相同功率的进气歧管发动机的相比，涡轮增压发动机需要相对较小的安装空间，同时也具有较好的功率重量比。
The exhaust turbo-charger has, as its main parts, a compressor and an exhaust turbine, whose gears are fitted on to a common shaft.
排气涡轮增压器的主要部件包括压缩机和排气涡轮，此二者的齿轮上被安装在一个共同的轴上。
The exhaust turbine converts a part of its exhaust energy into rotational energy and drives the compressor. This sucks fresh air and supplies the pre-compressed air through turbo-air cooler, throttle valve and inlet manifold to engine.
排气涡轮将排出的能量转化为旋转动能，并以此驱动压缩机。这样一来可以吸入新空气，并能将其预压缩，依次通过增压空气冷却器、节流阀和进气歧管，最终供给发动机。
Positioning element for exhaust turbo-charging.
排气涡轮的定位元件
The petrol engine has, due to its throttled air intake, a large range of variation in exhaust mass flow compared to the Diesel engine. An optimal adaptation of the exhaust turbine is possible only for a limited range. Passenger car engines must reach a high torque even at low speeds. Therefore the turbine housing is designed for a small exhaust mass flow, e.g., full load at n = 2000 min-1.
由于进气口的限流，相比柴油发动机，汽油发动机的排气流量有大范围的变化。最佳的排气涡轮可能仅适有限的范围。轿车发动机必须达到低转速下的高扭矩。因此，涡轮增压器是专为小排气流量设计的，例如满负荷时，转速2000 min - 1。
In order that exhaust turbo-charger does not now overload the engine, in the event of large flows of exhaust mass, a part of this flow in this range must be taken past the turbine through a bypass valve (“Waste gate”) to the exhaust system. Usually, this bypass valve is integrated in the turbine housing as butterfly valve. Use of poppet valve in a separate housing parallel to turbine is seldom.
为了防止废气不使发动机超载，在大量气体流经时，一部分气流，必须通过旁通阀（“废门”）流出。通常，该旁路阀集成在蝶阀涡轮作为外壳存在。很少有作为单独的外壳，而与水轮机并行的情况。
Electronic supercharging pressure regulation
电子增压调节
In a pneumatic-mechanical regulation, the positioning element of turbo-charger is directly exposed to the supercharging pressure from compressor outlet. Hereby, the torque-characteristics over engine speed can be selected only in very narrow limits. There is only one full load limit over the load. The tolerances can not be regulated as for degree of supercharging at full load. In part loads the closed bypass valve worsens the efficiency. Acceleration from low engine speed can lead to a delayed response of exhaust turbocharger (conspicuous “hole in turbo-charge”.
在气动机械调节中，涡轮增压器的定位元件会直接暴露在压缩机出口的巨大气压下，在这种情况下，发动机的扭矩特性只能在很窄的范围内选择。我们知道，满载时只能有一个满载极限。在满载的时候，偏差不能在增压中进行调节。因此，随着旁通阀关闭，部分负载的效率也随之降低。所以说，低转速发动机的加速可能导致废气涡轮增压器延迟反应（被称为，充电的空穴）。
不懂地方可以发消息问我。我也有不熟悉的专业词汇。：）
排气涡轮增压器如对其主要部分,压缩机和排气涡轮齿轮按上的一种普遍的轴上。
将排气汽轮机排的一部分能量进入旋转能量,驱动的压缩机。太无聊了新鲜空气和供应前置压缩空气通过涡轮增压器空气冷却器、节流阀和进气歧管引擎。
定位元素通过涡轮增压器变成废气。
汽油引擎,因为它的节流进气、大量的变化范围排气式质量流量比的柴油发动机。一个最优的适应性的排气涡轮才有可能在有限的范围内。客运汽车发动机转矩很大一定要达到即使在低压速度。因此,涡轮住房是专为一个小排气式质量流量,例如,满载1在2000年例。
为了使排气涡轮增压器装换不现在过载引擎,如果排气长流一个非常质量、参与这个流程必须采取在这个范围的过去汽轮机通过旁路阀门(“浪费门”)到排气系统。通常,这种旁路阀门综合汽轮机住宅蝶阀。使用乖孩子在一个单独的住房阀门平行于水轮机太少。
电子测试调压
在气胎机器规定,定位涡轮增压器装换元素直接暴露在压力测试压缩机的电源插座上。在此,扭矩特征在发动机转速是可以选择的只有在非常狭窄的限制。只有一个全负荷限制在负荷。公差,不能管制体系测试的相关数据在满负荷。部分载入关闭旁路阀门加剧了效率。从低转速加速延迟反应会导致排气增压器(引人注目的“洞在涡轮增压转换器”。
有地方翻译的不太好请原谅
