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![Audi 3.0 V6 TDI 165 kW engine [14]](publication/341798334/figure/fig1/AS:11431281106603786@1670786238445/Audi-30-V6-TDI-165-kW-engine-14.png)
Source publication
![Fig. 1. Audi 3.0 V6 TDI 165 kW engine [14]](publication/341798334/figure/fig1/AS:11431281106603786@1670786238445/Audi-30-V6-TDI-165-kW-engine-14_Q320.jpg)
The combustion engine turbocharger works in the most difficult conditions due to high temperatures of the fuels it is driven by, vibrations and high rotational speeds of its shaft up to 200 thousand rpm. In addition, under these conditions, there are difficulties with lubrica-tion of the blade axes. Thus, the combustion engine turbocharger is expos...
Contexts in source publication
Context 1
... turbocharger and the positioner were new and fully operational. In Figure 10a and 10b, the tester displayed similar parameters for the unloaded positioner a) and the loaded one b) at a vehicle mileage of about 280,000 km. The turbocharger operation was correct. ...
Context 2
... feedback signal in both cases was 80%, which was acceptable. The Figures 11a and 11b contain of the turbocharger VTG depending on the vehicle mileage (p) [7] measurements taken at a vehicle mileage of about 3 245 000 km. At this vehicle mileage, the tester detected the positioner malfunction, which confirms the value of the feedback signal equal to 100%. ...
Citations
... These motors have a number of advantages such as: satisfactory power-to-weight ratio, easy operation and installation, low production and operating costs, good reliability, sufficient resilience. To increase the power-to-weight ratio, designers use supercharging systems, mostly based on turbocharging systems [18,19]. Such a solution increases both power of the engine and temperature of the exhaust system, which is dangerous for airframe construction elements, mostly made of composite materials. ...
In ultralight aviation, a very important engine parameter is the power-to-weight ratio. On the one hand, there is a tendency to minimize the size and weight of engines, and on the other hand, there is a demand to achieve the highest possible power by using supercharging systems. Increasing power brings many benefits, but it also increases temperature in the exhaust system, posing a threat to delicate parts of the ultralight aircraft fuselage. Therefore, it is necessary to control temperature values in the engine exhaust system.
This article presents the temperature distribution in the exhaust system of an aircraft engine by the example of a four-cylinder Rotax 912 engine with an electronic fuel injection system. The research was conducted in two stages: measurements were made first for the engine without a turbocharger with an original exhaust system and later for its modified version with an added turbocharger system. The paper presents a comparative analysis of exhaust gas temperatures measured at three points: 30, 180 and 1000 mm from the cylinder head. The tests were conducted for the same preset engine operating conditions at constant speed and manifold air pressure.
It has been shown that the exhaust temperature in the exhaust manifold decreases with the distance from the cylinder head. The highest gradient, over three times higher than the gas temperature from 589.9 °C to 192.3 °C, occurred in the manifold with a turbocharger for 2603 RPM and 31 kPa of manifold air pressure. The introduction of turbocharging causes an increase in exhaust gas temperatures before the turbocharger by an average of 12%, with this increase being greater for operating points of higher inlet manifold pressure. Turbocharging also causes a significant decrease in exhaust gas temperatures behind the turbocharger and the silencer because the temperature drops there by an average of 25%.
