宝马新利器:三涡轮增压器,宝马已将研发电子涡轮技术申请专利!
下午没鸟事...搞了近4个小时,终于把国外某最新技术性更新完成翻译,奉献给大家!!
BMW Patents Its Electric Turbocharger Technology. Could See Tri-Turbo Application.
宝马将其所研发电子涡轮技术申请专利,我们有望在其新车型上看到3涡轮增压器得到运用.
Turbochargers are a popular technology in the automotive world as of late. It allows rather low displacement engines to have relatively high power outputs, while also managing to return fairly good fuel consumption figures (on paper).
在时下的世界汽车工业中,涡轮增压是一项比较普及的技术,它使小排量通过加装涡轮增压系统得到更大动力输出,同时在理论上极大降低发动机燃油消耗量.
Despite the technology being decades old, some of its drawbacks could still be improved upon. One of these issues is the well-known problem of turbo size. A smaller turbine spools up quicky but runs out of steam at higher revs while a bigger turbine offers enough power at high revs but often is too slow at lower revs which results in turbo lag.
虽然该技术的研发已经具有几十年的时间,但其固有的一些缺点仍有待得以改进,其中比较普遍的问题之一就是广为世人所知的涡轮尺寸大小问题,小叶涡轮转速快会导致涡轮转速高压力不够,而大的涡轮在高转速时候能迸发出足够的动力,但问题是在底转速区时其空气压缩速度很慢,这样结果即导致涡轮迟滞现象.
BMW has now patented its own idea on how to address these issues, and it involves the use of an often rumored "electric turbocharger".
宝马公司已经为其新发明的创意即如何解决涡轮迟滞问题等问题申请了技术性专利,它涉及了所传言的电子涡轮增压器.
We reported before that BMW has considered (or may still be considering) the use of an electric turbocharger as part of a potential tri-turbo 6-cylinder engine for the next generation F80 M3 (the latest rumors lean towards a bi-turbo V6 as the new M3"s powerplant). While we still don"t know if the next gen M3 will be powered by an engine with an electric turbocharger, we do now know how such an electric turbocharger would be implemented, courtesy of a patent application BMW submittted to the German patent office.
之前我们有报道说宝马已经考虑(或可能在考虑中)未来或将电子涡轮增压器用于其下一代F80 M3的3涡轮直列6缸发动机上(最近的传言则是下一代M3动力倾向于使用新的双涡轮V6增压引擎),但我们仍旧不知道下一代M3的引擎是否会使用电子涡轮提供动力,但我们知道该电子涡轮增压器将一定在未来得到运用,因为BMW已经向德国专利局办公室提交专利申请.
First, here"s an explanation of the electric turbo"s individual parts (as labeled in the diagrams):
1) turbo layout
2) turbine
2") turbine axle
3) compressor
3") compressor axle
4) electric motor (and alternator)
5) turbo axle
6) (turbine axle) clutch
7) (compressor axle) clutch
8) gearing
首先,下面是该电子增压器各个组件(如下平面图所示):
1)涡轮构图
2")叶轮
3)涡轮轴
3")(空气)压缩器
4)电动马达(和电机)
5)涡轮轴
6)(叶轮轴)联轴器
7)(空压机)联轴器
8)齿轮组.
We"ve highlighted and colored the following schematic diagrams to show how the technology works:
Unlike a traditional mechanical turbo layout, (exhaust) turbine and (intake) compressor aren"t fixed on the same axle. Via the clutches #6 and #7 both the turbine and the compressor can be uncoupled from the turbine axle (#5). When the engine is idling or coasting, both clutches are open and an electric motor (#4) can operate without any load. Via gearing (#8) the speed of of the e-motor and the turbo axle can be further adjusted.
我们在平面示意图上通过加注和着色的方式来演示下它的工作原理:
和传统的机械涡轮增压器构造不同,电子涡轮的废气叶轮和进气压缩器没有安装在同一个轴上,通过#6号和#7号联轴器废气涡轮和进气压缩轮都可以和叶轮轴(#5)分别分离,当发动机空转时或靠惯性滑行时,两个叶轮联轴器处于张开状态,#4号电机可以无载荷运转,通过8号齿轮组调速电机及涡轮的转速可以得到进一步调节.
Idling/coasting Mode(空转/滑行模式)
If the driver steps on the pedal the clutch (#7) closes and connects the electric motor (#4) to the compressor (#3). Due to the inertia of the (running!) electric motor, the compressor spools up quickly and compresses enough air to make for a fast engine response, which results in less lag. The turbine (#2) which wouldn"t be able to spool up the compressor quickly enough is decoupled due to the clutch (#6) still being open
如果驾驶者踩下(油门)踏板(加速),则7号联轴器关闭,4号电机和3号空压机连动,由于电机转动的惯性,空压机被迅速带动旋转并压缩足够多的(新鲜)空气压缩(注入到发动机),从而使得发动机得到更快的响应,这样结果就是使得涡轮迟滞更加细微.
由于6号联轴器(在发动机低转速区时)仍处于被分离状态,2号涡轮由于低转速仍不能够鼓动压缩机工作.
(引擎从滑行状态转到载荷状态)
Once the turbine (#2) has reached a certain speed, the clutch (#6) closes and both the turbine and the electric engine are used to run the compressor (#3).
当涡轮叶轮旋转达到一定转速时,6号联轴器闭合,废气叶轮及电机一起工作并带动3号压缩机运转.
(发动机引擎中等负荷状态时)
When maximum boost is reached, the electric motor switches to an alternator mode, generates power for the battery, and avoids the turbine exceeding a certain speed. This renders a wastegate needless and ensures sure no energy from the turbine is wasted. If the driver backs off the accelerator, both clutches (#6, #7) open and the electric motor can continue running without any load from the turbine or the compressor.
当达到最大增压值时,电机将转变为发电状态,为汽车电池发电提供电力,这样可以避免小叶涡轮转速超过一定速度,这样设计将使废气阀再无用武之地,并可确保废气涡轮的能量不被浪费掉! 如果驾驶者做降档(减速)动作,则6号和7号联轴期同时打开,电机则可在无任何叶轮或压缩器载荷的状态下继续运转(发电).
(高负荷状态时)
According to BMW"s patent application, this invention makes for a great engine response, particularly during the transition from idling to load. It also renders a wastegate needless and adds efficiency. We can"t tell if this technology will actually make it into the next M3, but this sounds amazing without any doubt.
根据宝马公司提交的专利申请资料,该项技术发明将可使发动机产生更加强大的反应,尤其是由空转状态下转到有效载荷状态时,这样就让废气门直接下岗而无用武之地,并有效增加发动机功率,我们不能判定该项技术是否将被运用在下一代M3的引擎上,但毫无疑问,它是项了不起的成就!
附言个感:
顺时而变,追求更加绿色,环保,高效的主题是宝马必须要做的选择;
周围竞争者非狼即虎,懈怠研发注定将成为末路英雄;
摈弃一直骄傲于业界的发动机对宝马来说并不容易,尤其是在冠以经典世界十佳发动机的压力之下,BMW必须得研发出能够替代经典二字的技术并造就另外一个传奇,这就意味着L6 NA发动机就必须搞出更出色的发动机技术来在另一个层面上来满足宝马追求极致操控,驾驶乐趣以及更强动力的竞争需求...
近期国外的C&D(car and driver)有报道对新的F10 M5 V8 Twinpower 引擎(S63Tu)进行过实地测试..实测是3.7秒,1/4 miles(速度122mph/196km/h) 12秒..很了不起. 与之对应的E63 AMG的测试成绩是4.0sec/12.5sec.!
为此我对宝马第6代3系的L4+T满腹憧憬又忐忑不安,希望新3系能既保持一贯看家特色,又不辱没动力使命,给喜欢3系的拥蹙们一波大大的惊喜..!
如果该技术有希望用到新的一代M3上,那相信它离3系也就不远了,这将是涡轮增压发动机的大进步.
努力出最好的帖子是我一贯的宗旨...谢谢关注.
技术贴，但是看上去好像很复杂，不知道哪年能量产...
