Ïîçâîëÿåò ðàññ÷èòàòü ïîòðåáëåíèå âîçäóõà ìîòîðîì çàäàííîé êîíôèãóðàöèè ïîòðåáëåíèå òîïëèâà, ïîòðåáíûé ðàçìåð ôîðñóíêè è íàëîæèòü ýòî íà êàðòó èçâåñòíûõ òóðáîêîìïðåññîðîâ . Âáèâàåì äèàìåòð óèëèíäðà, õîä ïîðøíÿ, êîë-âî öèëèíäðîâ è æåëàåìûé íàääóâ. Èç ñïèñêà âûáèðàåì òóðáîêîìïðåññîð.Æìåì Calculate .Ýôôåêòèâíîñòü êîìïðåññîðà ïîäñòàâèòü èç êàðòû è åùå ðàç ïåðåñ÷èòàòü.

1. This calculator is equally applicable to all motors, naturally aspirated (NA), turbocharged and supercharged. For an NA motor, just set the boost to zero and set the IC parameters to zero. Supercharged motors will have a higher SFC than turbo motors due to parasitic losses in driving the compressor, but are otherwise the same. Any boosted or non-boosted motor can have an intercooler or water injection, try it.

   You need to make educated guesses on three significant numbers for this calculator:

   • Volumetric Efficiency (VE)
   • Air Fuel Ratio (AFR)
   • Specific Fuel Consumption (SFC)

   If you have grossly bad values for any of these three quantities, then the estimated results will be correspondingly bad.

   Other values such as turbo and IC efficiency are not nearly so sensitive (try a test with 50% and 100%, then look at the difference in HP values.

2. The water injection system modeled here allows you to select the location for the injector: before the compressor inlet, between the compressor and the IC, and after the IC. (With a little bit of thought you will see why when you have no intercooler, the injector should be first; when you do have an intercooler the injector should be last; in no cases does it make sense to inject between the turbo and the intercooler, try it. Here's a hint: if you inject before the intercooler and cool the charge below ambient, the intercooler will heat the charge back up).

   The model assumes dry air (0% relative humidity) and complete vaporization of the injected water/methanol stream, and hence grossly incorrect results will be produced if you attempt to inject large quantities of liquid (or if you even inject small quantities on a very humid day). If you see the post-injection temperature ("Temp out WI") dropping well below the ambient temperature, then you are pretty surely in the realm of incomplete vaporization and the results are wrong.

   Note that only the thermodynamic effects of the injected liquid on charge temperature are considered here; all combustion-related effects are ignored (it is assumed that you will tune the SFC value correctly to compensate). See Water Injection Thermodynamics for the gory details.

3. Use the value in the "Pressure Ratio" output field as the Y-axis (vertical) coordinate on a pressure map. Pressure ratio is measured at the turbo outlet, and is the sum of the ambient pressure, manifold boost and the pressure drop across the intercooler. Most texts compute this value without regard for this last term, which for some installations can be quite large.

4. Most pressure maps use the LBM flow value on the X-axis (horizontal) coordinate, but some use the CFM flow value. LBM is much more accurate because it takes into account density ratio, whereas CFM varies grossly with temperature.

5. Hey, these torque and HP numbers are ESTIMATES based on your own faulty data! Do not quote these values to your local law enforcement officer or on some internet newsgroup, they are not real numbers. Remember that you are merely guessing at the VE, SFC, AFR and cetera, so unless you really know what you are doing, they are probably off by ±20% or more.

6. Injector size is computed directly from the SFC, AFR and maximum injector duty cycle values that you enter. If you have accurately estimated these values, then the injector size should be very close to correct. Note that injector size is estimated for the displayed configuration, so you should record the setting only when you have a maximum HP estimate shown. Note also that this is the actual injector size you should use. Some tables show injector sizes in terms of 100% duty cycle, beware that you will need larger injectors than these tables show!

7. When you click the "Save" button, all of the parameters that are shown in fields are placed in the location bar of your browser. You can then copy the link into an e-mail, or save it and come back to that same configuration later. You can often shorten the link line up by deleting parameters that are not useful, or have default values.