Turbosuperchargers for Centrifugal Compressor Making Supplier in Germany

Turbine
Energy provided for the turbine work is converted from the enthalpy and kinetic energy of the gas. The turbine housings direct the gas flow through the turbine as it spins at up to 250,000 rpm. The 
 
size and shape can dictate some performance characteristics of the overall turbocharger. Often the same basic turbocharger assembly is available from the manufacturer with multiple housing choices 
 
for the turbine, and sometimes the compressor cover as well. This lets the balance between performance, response, and efficiency be tailored to the application.
 
The turbine and impeller wheel sizes also dictate the amount of air or exhaust that can be flowed through the system, and the relative efficiency at which they operate. In general, the larger the 
 
turbine wheel and compressor wheel the larger the flow capacity. Measurements and shapes can vary, as well as curvature and number of blades on the wheels.
 
 
On the left, the brass oil drain connection. On the right are the braided oil supply line and water coolant line connections.
 
Compressor impeller side with the cover removed.
 
Turbine side housing removed.
A turbocharger's performance is closely tied to its size. Large turbochargers take more heat and pressure to spin the turbine, creating lag at low speed. Small turbochargers spin quickly, but may 
 
not have the same performance at high acceleration. To efficiently combine the benefits of large and small wheels, advanced schemes are used such as twin-turbochargers, twin-scroll turbochargers, 
 
or variable-geometry turbochargers.
 
Twin-turbo
 
Twin-turbo or bi-turbo designs have two separate turbochargers operating in either a sequence or in parallel. In a parallel configuration, both turbochargers are fed one-half of the engine's 
 
exhaust. In a sequential setup one turbocharger runs at low speeds and the second turns on at a predetermined engine speed or load. Sequential turbochargers further reduce turbo lag, but require an 
 
intricate set of pipes to properly feed both turbochargers.
 
Two-stage variable twin-turbos employ a small turbocharger at low speeds and a large one at higher speeds. They are connected in a series so that boost pressure from one turbocharger is multiplied 
 
by another, hence the name "2-stage." The distribution of exhaust gas is continuously variable, so the transition from using the small turbocharger to the large one can be done incrementally. Twin 
 
turbochargers are primarily used in Diesel engines. For example, in Opel bi-turbo Diesel, only the smaller turbocharger works at low speed, providing high torque at 1,500-1,700 rpm. Both 
 
turbochargers operate together in mid range, with the larger one pre-compressing the air, which the smaller one further compresses. A bypass valve regulates the exhaust flow to each turbocharger. 
 
At higher speed (2,500 to 3,000 RPM) only the larger turbocharger runs.
 
Smaller turbochargers have less turbo lag than larger ones, so often two small turbochargers are used instead of one large one. This configuration is popular in engines over 2,500 CCs and in V-
 
shape or boxer engines.
 
Twin-scroll
 
Twin-scroll or divided turbochargers have two exhaust gas inlets and two nozzles, a smaller sharper angled one for quick response and a larger less angled one for peak performance.
 
With high-performance camshaft timing, exhaust valves in different cylinders can be open at the same time, overlapping at the end of the power stroke in one cylinder and the end of exhaust stroke 
 
in another. In twin-scroll designs, the exhaust manifold physically separates the channels for cylinders that can interfere with each other, so that the pulsating exhaust gasses flow through 
 
separate spirals (scrolls). With common firing order 1-3-4-2, two scrolls of unequal length pair cylinders 1-4 and 3-2. This lets the engine efficiently use exhaust scavenging techniques, which 
 
decreases exhaust gas temperatures and NOx emissions, improves turbine efficiency, and reduces turbo lag evident at low engine speeds.
 
Variable-geometry
Variable-geometry or variable-nozzle turbochargers use moveable vanes to adjust the air-flow to the turbine, imitating a turbocharger of the optimal size throughout the power curve. The vanes are 
 
placed just in front of the turbine like a set of slightly overlapping walls. Their angle is adjusted by an actuator to block or increase air flow to the turbine. This variability maintains a 
 
comparable exhaust velocity and back pressure throughout the engine's rev range. The result is that the turbocharger improves fuel efficiency without a noticeable level of turbocharger lag.
 
Compressor
The compressor increases the mass of intake air entering the combustion chamber. The compressor is made up of an impeller, a diffuser and a volute housing.
Main article: Centrifugal compressor
The operating range of a compressor is described by the "compressor map".
 
Main article: Compressor map