Post by Akµmi on Jul 24, 2006 23:56:25 GMT 7
1900s- The first exhaust-driven supercharger was developed by Dr. Alfred J. Buchi of Switzerland between 1909 and 1912. Dr. Buchi was Chief Engineer of Sulzer Brothers Research Department and in 1915 proposed the first prototype of a turbocharged diesel engine, but his ideas gained little or no acceptance at that time.
1910s- Experimental turbocharging plant opened in Sulzer Bros Ltd, Winterthur, Switzerland in 1911.
1920s- 1925 marked the first successful application on 2 German ships fitted with 2,000 hp turbocharged diesel engines. This success led to Buchi licensing many manufacturers in Europe, USA, Japan
1930s- Turbochargers with axial turbines used in marine, railcar and large stationary applications.
1940s- In the 1940s the advent of the aircraft gas turbine led to major advances in materials technology and design. This had the following implications for turbocharging :-
• development of improved heat resisting materials
• development of precision casting techniques for high temp materials
• this allowed the development of radial turbines and led to the use of radial flow turbos on small automotive diesel engines.
1950s- Major engine producers such as Cummins,
Volvo and Scania start experimenting with turbocharged engines for trucks using turbochargers supplied by Elliot and Eberspächer. These early designs were unsuccessful due to the large size of the turbocharger. German engineer, Kurt Beirer produces an innovative compact design that is taken up by Schwitzer Corporation, Indianapolis. In 1954 Cummins offer a range of turbocharged engines, the VT12, six cylinder NT, NRT's and JT's.
Also in 1954, Volvo offered their first turbocharged truck diesel, the TD96AS, rated at 185 bhp compared with the 150 bhp naturally aspirated D96AS.
Pole position at Indianapolis in 1952 won by a car powered by a turbocharged Cummins engine.
The history of the turbocharged motor is almost as old as the invention of the internal combustion engine itself. Already in 1905 a patent on a compound engine existed in which the charger and the turbine were mechanically linked. Shortly after in 1915 a new invention was made: The first independent working exhaust-fume turbocharger group. This invention was based on the research results in 1905.
The first turbocharged engine was created in 1910. It was a 2-cycle-rotation-engine and was built by Murray-Willat. By using the turbocharger the problem of performance-reduction of aircraft engines because of declining air-density in higher altitudes could be compensated.
In 1912 Daimler built the first standard-type compressor car. The charging was done by a mechanically driven Roots-Supercharger. Because of the tapping danger the impulse for the drive was giving through a clutch which connected the Roots-Supercharger to the engine in the higher speed range only.
The first practical use of compressor cars were done in car races. Because of the success of compressor race-cars in the years between 1920 and 1930, the turbocharged engines became famous worldwide.
In 1938 the first turbocharged utility-vehicle diesel-engine was built by the Swiss manufacturer “Saurer”. Not until 1962 " General Motors" built the "Chevrolet Corvair Monza" and the "Oldsmobile Jetfire" as their first standard-type cars equipped with exhaust-fume turbocharging. The first turbocharged passenger car Diesel engine was built in 1978 by “Daimler-Benz” with the model “300 SD”.
By using the exhaust-fume turbocharging the weaknesses of the Diesel engines, like for example the lazy build-up of the speed range and low performance by small cubic capacity could be removed. The Diesel engine is also because of the turbocharging becoming more and more interesting for the passenger car industry. The reasons therefore are higher performance and less fuel consumption. Year after year also the fuel-engines are more and more seen with standard-type turbocharged engines.
The advantages are:
- high performance by small cubic capacity
- small size for narrow installation conditions
- higher torques by low speed ranges
- lower noise level
- less specific fuel consumption
Additionally there are ecologically lower exhaust-fume emission values.
In the future there will be more and more turbocharger developments which contain variable turbine geometry that will improve the torque progress and the engagement of the turbocharger. Besides that the slide bearings which are used in the current turbochargers will be replaced by ball bearings to reach a higher performance.
1910s- Experimental turbocharging plant opened in Sulzer Bros Ltd, Winterthur, Switzerland in 1911.
1920s- 1925 marked the first successful application on 2 German ships fitted with 2,000 hp turbocharged diesel engines. This success led to Buchi licensing many manufacturers in Europe, USA, Japan
1930s- Turbochargers with axial turbines used in marine, railcar and large stationary applications.
1940s- In the 1940s the advent of the aircraft gas turbine led to major advances in materials technology and design. This had the following implications for turbocharging :-
• development of improved heat resisting materials
• development of precision casting techniques for high temp materials
• this allowed the development of radial turbines and led to the use of radial flow turbos on small automotive diesel engines.
1950s- Major engine producers such as Cummins,
Volvo and Scania start experimenting with turbocharged engines for trucks using turbochargers supplied by Elliot and Eberspächer. These early designs were unsuccessful due to the large size of the turbocharger. German engineer, Kurt Beirer produces an innovative compact design that is taken up by Schwitzer Corporation, Indianapolis. In 1954 Cummins offer a range of turbocharged engines, the VT12, six cylinder NT, NRT's and JT's.
Also in 1954, Volvo offered their first turbocharged truck diesel, the TD96AS, rated at 185 bhp compared with the 150 bhp naturally aspirated D96AS.
Pole position at Indianapolis in 1952 won by a car powered by a turbocharged Cummins engine.
The history of the turbocharged motor is almost as old as the invention of the internal combustion engine itself. Already in 1905 a patent on a compound engine existed in which the charger and the turbine were mechanically linked. Shortly after in 1915 a new invention was made: The first independent working exhaust-fume turbocharger group. This invention was based on the research results in 1905.
The first turbocharged engine was created in 1910. It was a 2-cycle-rotation-engine and was built by Murray-Willat. By using the turbocharger the problem of performance-reduction of aircraft engines because of declining air-density in higher altitudes could be compensated.
In 1912 Daimler built the first standard-type compressor car. The charging was done by a mechanically driven Roots-Supercharger. Because of the tapping danger the impulse for the drive was giving through a clutch which connected the Roots-Supercharger to the engine in the higher speed range only.
The first practical use of compressor cars were done in car races. Because of the success of compressor race-cars in the years between 1920 and 1930, the turbocharged engines became famous worldwide.
In 1938 the first turbocharged utility-vehicle diesel-engine was built by the Swiss manufacturer “Saurer”. Not until 1962 " General Motors" built the "Chevrolet Corvair Monza" and the "Oldsmobile Jetfire" as their first standard-type cars equipped with exhaust-fume turbocharging. The first turbocharged passenger car Diesel engine was built in 1978 by “Daimler-Benz” with the model “300 SD”.
By using the exhaust-fume turbocharging the weaknesses of the Diesel engines, like for example the lazy build-up of the speed range and low performance by small cubic capacity could be removed. The Diesel engine is also because of the turbocharging becoming more and more interesting for the passenger car industry. The reasons therefore are higher performance and less fuel consumption. Year after year also the fuel-engines are more and more seen with standard-type turbocharged engines.
The advantages are:
- high performance by small cubic capacity
- small size for narrow installation conditions
- higher torques by low speed ranges
- lower noise level
- less specific fuel consumption
Additionally there are ecologically lower exhaust-fume emission values.
In the future there will be more and more turbocharger developments which contain variable turbine geometry that will improve the torque progress and the engagement of the turbocharger. Besides that the slide bearings which are used in the current turbochargers will be replaced by ball bearings to reach a higher performance.