※ 引述《MotorMan (不飆車的乖小孩)》之銘言：
: I got interested in turbo charging when I read about a guy, Lennart Zander in a
: Swedish bike magazine. He had just finished charging a Yamaha TZR125,and proved
: that it can be done. This was in autumn 1993.
我第一次對渦輪增壓改裝產生興趣, 是在1993年秋天, 我在一本瑞典的機車雜誌上讀到
一篇有關於一個叫 Lennnart Zander 成功地在他的 YAMAHA TZR125 完成渦輪增壓改裝
的報導
: I called him up and asked him if he could help me, if I would start up a
: project with my RGV. As he has experimented with this at Chalmers institute of
: technology for a couple of years,he had the empiric knowledge, so I didn't
: have to do it the trial and error way.
我打了個電話給他, 並請他協助我進行RGV 的改裝工作
因為他他在Chalmers institute已經做了兩年相關的實驗, 因此我避免了許多的錯誤
: I did some volume measurements on the engine and send a cylinder,a
: reed valve and one pipe down to him to do some more.He then finished a report
: based on measurements, experience and Gordon Blair's engine simulation program,
: and came to explain it to me in person. Then it was on the go!
我進行了一些引擎尺度上的度量工作, 而後寄了氣缸套件簧片閥和一份導管給他, 並由他
進行後續的度量工作. 當完成度量工作, 他綜合量測數據, 個人經驗和Gordon Blair的引
擎模擬程式, 親自向我解釋細節. 萬事已俱備.
: In the spring of
: '94 I was saving money to buy some parts needed like the oil cooler, a tank
九四年的春天, 我存了些錢去買必要的改裝套件, 例如機油冷卻器, 油箱, 離合器彈簧..
: that has to be modified, a set of new cluth springs and much more, AND of course
等等. 當然, 還有渦輪增壓器. 我用日本IHI 的 RHB5.(含空氣濾清器K&N和墊片)時價
1000美元
: the turbo charger. It was a Japanese IHI RHB5. It costed about 1000 USD at this
: time, including air filter (K&N) and gaskets. Then of course it was a million
: things that had to be solved and manufactured by me or by my helpful friends
: with the right knowledge, for example:
不言可喻, 還有無數瑣碎的問題我們必須克服或是自行製造.例如:
: Complete oil system with oil pump, cooler and oil tank.
整個機油循環系統
: Air box between the turbo and the carburators.
渦輪增壓器和化油器間的油氣空
: Fuel system, I choosed not to use a fuel pump and regulator, instead we
: constructed a fuelpressuretank which would be under pressure from the air
: box.
供油系統: 我選擇不採用汽油PUMP和調節器, 而改用高壓油箱(????)
: It was always the same question; Where the hell will I fit in this one? The RGV
: is quite a compact bike. I thought a long time before I placed the turbo itself
: under the saddle, a little aligned to the left. As you can see at the top of
: the page I had to cut off a tube of the rear frame, this was later rewelded and
: bolted back as in this picture
我們總被該如何把這些鬼東西塞到這臺車上而困擾....
RGV 是一臺很COMPACT的車........ :(
最後我把增壓器放在座位下偏左的地方.
我甚至切下了一截後車架, 之後再焊回去...
: At this instant I had the whole electrical system in the little plastic bag
: that you can see where the turbo should be. As it is a very long way before the
: exhaust gases reaches the turbo, (and the gasses are colder then on a 4stroke-
: engine), the chambers has to be isolated to keep some of the heat. I bought
: (but didn't use) some ceramic heat coating which should be extremely good at
: this.They claimed that they had 10% increase in power on a raceV8-engine, and
: that you could lay your hand on the headers afterwards. I don't know if this is
: true but it was a really expencive bottle.In the summer of '94 mostly of the
: stuff was in my garage and ready to be put together, we were welding the new
: pipes from the expansion chambers to the turbo (the stock chambers worked fine
: for this) and had some small problems left to solve. Then suddenly I got myself
: a place at this school, and had to move very quickly. Soon I realized that I
: had no time (and no place for the bike) for a project like this, so I began
: thinking about selling or trade it for one that was turn key ready.And that is
: how I became a proud gamma owner.For those of you who speaks Swedish,the report
: is to read here All you others can read this freely translated (by me) version:
: SUZUKI RGV 250 TURBO
: Summary
: Suzuki RGV 250 has been simulated in a non supercharged condition in professor
: Gordon Blairs simulation program for reedvalve using 2stroke engines.The
: meaning was to decide the power,average pressure, consumption, efficiencies
: and pressure history in the exhaust port for the engine, then to choose a
: suitable turbo charger.The engine gives in its initially condition almost 70
: HP @11000 rpm and shows some good efficiencies. Of special interest on a turbo
: engine is that the DR (Delivery Ratio), or gross flow through the engine is
: high enough to avoid too high piston temperatures. This could be the case on
: a 2stroke stock engine with optimized consumption and the efficiency is needed
: before you can calculate on the compressor and turbine parts. The exhaust
: system is extremely important on a ordinary 2stroker and even more important
: on a turbo charged one. If you want more power, and at a higher rpm you can
: use the other exhaust system wich i have calculated for you. It's marked in
: the diagrams with an "R".
: Diagram explanation
: The power diagram for the stock engine needs no explanation i think; It's
: right from the program. The turbo power is calculated under the assumption
: that the power increases proportional with the load pressure. The maximum
: load pressure is 1.0 bar, and it will be reached stationary at 9500-10000
: rpm. Under charging the exhaust temp will increase and the chamber is
: tuned for a higher rpm. You could say that the turbo engine stretches its
: register in rpm meaning.The next diagrams shows the three different
: efficiencies of the stock engine; DR, TE (Trapping Efficiency) and CE
: (Charging Efficiency). DR is the gross flow through the engine and the
: flow that the turbo will know. TE is a measure of how big part of DR that
: stays in the engine and takes part in the combustion and CE is the proper
: net efficiency wich is the product of the both previous and it's towards
: this that the power is proportional. We realize that we can compose our
: efficiency a little bit as we want between DR and TE. Usually you prior
: TE on a stock bike for a lowest consumption while racers have higher DR
: for a lower exhaust temp. SE (Scavenging Efficiency) is a measure of the
: wash effect or how much exhaust there is left in the cylinder from the
: last cycle.BMEP is the braked average pressure on the stock engine. The
: pressure inside the cylinder varies extremely in a cycle,and to describe
: the status on a engine you integrate up the area in this so called
: pV-diagram and divide with the stroke of the engine and in that way we
: get a average pressure. BMEP is proportional to the torque and is
: therefore the thrust you will feel when you drive. As we can see, we
: have a rather peaky character!With a max-BMEP of 11 bar you should be
: rather satisfied. The last rpm-curve shows BSFC and is a measure of the
: fuel consumption. Note that the consumption comparative to the power is
: best when the engine gives the most power! There are also two
: crankangledissolved pressure curves of the pressure in the exhaust port.
: This subject could take up a entire book, but in short; the radical
: power difference between 11000 and 12000 rpm depends only on the
: difference in pressure history that we can see in the exhaust port at
: each rpm.
: Turbo choice
: The turbo choice must unfortunately still be done with calculating by
: hand and already known connections. The problem is that we are dealing
: with related functions; The engine gives unloaded a certain flow wich
: i can get with the program. If we just increased the denseness off the
: air everything would be simple, but since the engine is "short
: circuited" this long part of the cycle (scavenging ports and exhaust
: port open at the same time) the flow is highly affected by the
: difference pressure between air and exhaust side. You may see the same
: peculiarity on a highly tuned 4stroker. If you are able to keep higher
: load pressure then exhaust pressure you may reach about 35% higher flow
: because of this. Higher load pressure then exhaust pressure is a
: condition for the function on a 2stroker; Otherwise it will be filled
: with exhaust gases and "spike" apart. To succeed with this the turbine
: must be choosed so big that it won't start the turbo until the chamber
: starts to assist. You will then be helped under the scavenging period
: by the vaccum wave from the sip cone in the chamber. A large turbine
: also brings with it that the wastegate-valve doesn't have to handle
: that big part of the exhaust gases and that keeps the exhaust pressure
: down.I have found out that the turbo will have reached a pressure
: condition of 1.2 at the rpm when the chamber starts to assist. By
: formuling the equation for the mass flow of the turbine as a function
: of load pressure and the mass flow of the engine as a function of load
: pressure and then study their common points you can find a turbine area
: that will fit.The choice of turbo is a IHI RHB52-393-P12.
: This report was written by Lennarth Zander 940126, ordered by me.
: The handmade calculations and the parts including the race pipe
: mentioned has been left out on this page.
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※ 發信站: 批踢踢實業坊(ptt.m8.ntu.edu.tw)
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