Many of you, dear readers (who are interested in German cars), sometimes when choosing, for example, Volkswagen or his subsidiary Skoda is encountered to such a question. What is TSI engine? After all, these marks have ordinary aggregates and there is an incomprehensible abbreviation - TSI. I also wondered such a question and accumulated such information ...
Everyone heard about ordinary (Volkswagen and Skoda), as well as (Audi), but TSI engines for the Russian consumer remain a mystery. What is this motor? There are many statements, especially in a drunk company, there will always be a kind of connoisseur (which everything knows and heard everything). I myself was a sinful thing when I thought it was a diesel version. I thought so because with a smaller volume gives more power than for example a simple turbocharged unit. But no - this is not a diesel.
The most vibrant class representative is a 1.4 liter version, Volkswagen. How many awards and confessions of critics he got well just an ideal among turbines!
Definition
TSI engines - These are gasoline units with double turbocharged (which contain mechanical compressors), the system of direct "layering" fuel injection. The building is much more complicated by the usual turbocharged engine, however it is worth noting that reliability, power and efficiency, at a very high level. It is almost devoid of flaws.
If you disassemble the abbreviation, there are several definitions. One since 2000 (exactly then it was developed) - Twincharger Stratified Injection - Translation (double predining layer injection), but later in about 2008 another translation appears Turbo Stratified Injection - (turbocharging layer-by-layer injection), that is, the value of "double" is removed, it is during these years that the production of force aggregates with one supercharger begins
Motor line
You know many times witnessed the fact that many argued - but the motor is 1.4 liters how many horses have him? One says that 122, another 140, the third in general is 170 !!! How is this possible? And everything is simply this one unit of 1.4 liters has become a large polygon for testing, it was from it that all other variations from 1.0 to 3.0 have risen. And indeed, 1,4 now has a lot of variations, if I'm not mistaken about 5 - 6.
On his example (1.4) I will tell you how the Germans do it:
- One turbine. Variations 122 and 140 hp - Differences in the power of the turbocharger and software firmware
- Turbine and compressor. Variations 150 - 160 - 170 hp - here changes either power, or a turbocharged supercharger, and of course software (which is sewn in)
This situation is almost the entire line, the exceptions of the 1.0 TSI motor, it was initially developed only with the turbocharger - it is installed on small vehicles such as Volkswagen Up, or on hybrid options. For you prepared a small tablet look
Here are all the power units in the drain, that is, official software is flooded, if you can change the configuration or firmware much greater power.
Device
I will not go deep into the structure, but I will try to affect important elements and differences. For the beginning, look at the main blocks, here is a small scheme.
The unit is recycled significantly, especially worth noting - two superchargers, a new cooling system, fuel injection, lightweight engine block. Now in order.
1) Mechanical compressor and turbocharger, main differences
The device is such that they are located on different sides of the block. The ordinary compressor uses the energy of exhaust gases (located on one side). The exhaust gases themselves spin the turbine wheel themselves, then injected into the cylinders of the engine - compressed air (about a simple turbocharged version). The principle of operation of an old type of motor, more efficient than just a gasoline engine, but not so effective as at TSI. A simple turbocharged unit is not very effective at idle and low revolutions, the effect of the so-called "" (when full power is manifested only from 3000 revolutions and higher), that is, always need to be gasped.
What you can not say about TSI. Everything difference is that it contains another mechanical compressor (on the other side), which works on low revs. Thus, the compressed air will always be discharged (through special devices). Thanks to this mechanical compressor, the power does not fall, even from the bottom a beautiful thrust, the effect of "turbo pit" is defeated!
Excellent Symbiosis: Mechanical supercharger on "Nizakh" An ordinary classic turbo "Upstairs", no power failures!
There are also improvements. The concept of "cooling with liquid" appears (ordinary turbo variants are cooled only by air). The cooling system has nozzles that pass. Due to which the main air is injected into the cylinders, the pressure indicator is higher. Result Uniform filling the combustion chamber with fuel mixture and increase the speaker. Already at 1000 - 1500 rpm we obtain the declared 210 nm. Here is a small scheme of the cooling system, seen the location of the nozzles.
3) fuel injection
Very interesting system. First, fuel is served immediately into the engine cylinders (bypassing the fuel rail), secondly mixing with air occurs "layers" due to which combustion with high efficiency is achieved. Two of these factors make it possible to slightly increase power and reduce fuel consumption. Here is the scheme of the main elements of the fuel system.
4) lightweight block
It should be noted that the engineers beat over the weight loss of the unit block. And you know managed to remove about 14 kilograms - a significant indicator. We used a new design of the location of the block itself and the head, new camshafts and plastic cover.
TSI has proven itself as very productive motors - with a relatively small volume you can achieve very high indicators in "horsepower". So the usual turbocharged type from Volkswagen, with a volume of 1.2 liters, has a power of approximately 90 hp, TSI - can give up at the same time about 102 hp.
Second generation EA211 and EA888 Gen.3
Since 2013, the TSI motor line was updated, many nodes were reworked, which were not durable before. So the main "Achilles fifth" was the timing chain.
She walked not long, especially in variations 1.2 - 1.4, it was simply stretched and rushed while running at 50 - 70,000 km (from high load and a large torque). Now it was removed and put the timing belt, they walk not much longer, but it is easier to change it and easier to change, the difference in operation is about three times. In 1.8-2.0, the chain mechanism was significantly increased, the strength increased twice.
The engine warming system, the predecessor (EA111 and EA888 Gen.2) was warm up for a very long time. Now the problem is almost solved. Improvements and turbines have occurred. However, the "Mased" remained, oil consumption can reach up to 5 liters per 10,000 km, so it is important to monitor the level.
TSI marking machines have a special heart under the hood. This is a motor in which Volkswagen designers applied the most advanced technologies and studies, embodying them on serial machines to change the characteristics of this type of motor.
What does the TSI engine definition mean
Recently, a new TSI marking appeared on many cars. This reduction indicates a new type of automotive engine with an improved design. TSI abbreviation, which can be deciphered as Turbo Stratified InjectionWhen transferring to Russian, you can set up approximately as "turbo layered fuel injection". Using such a fuel supply principle in TSI motors, the manufacturer managed to achieve high quality work during the operation of motors.
The main feature of TSI motors is the duplication of supercharge systems with a mechanical compressor and a turbine supercharger. This design allows the motor robots in all modes to achieve high performance and substantial fuel economy due to the possibility of varying fuel injection modes, due to this, it is possible to achieve high efficiency.
In such engines there are such basic modes of operation:
The reducing range of the compressor as needed.
When engine revolutions up to 3500, the compressor is connected if necessary. All this is necessary when the motor works constantly on this mode, and after a strong acceleration. The inertia of the turbocharger leads to a delay in creating the necessary pressure (the so-called "turbo-pit"). Therefore, a compressor is connected here, which in the minimum time creates the required pressure on the inlet.
Range of constant compressor supervision.
Starting with no speed and up to 2400 engine speeds, the mechanical compressor is included in the work constantly. With such a difference in revolutions, the pressure pressure in the compressor adjusts the flap control unit installed in the intake manifold.
Range of superior only turbocharger.
When the engine turnover is over 3500, then the turbine supercharger one can create the necessary pressure. In this case, air pressure pressure is regulated by a magnetic valve pressure limitation.
In addition to the double boost system, the TSI motor feature has the specificity of the engine cooling system. It created two circuits of cooling: cylinder heads from a turbine and a block of cylinders with an intercooler.
The main components of the engine, improved occurred
The task of increasing the power of the engine without a significant increase in its volume and mass, the preservation of the fuel economy of the design department of the Volkswagen concern was able to introduce into life by adopting non-standard solutions.
Constructively, the TSI engine has features in comparison with other motors, namely double discharge - a mechanical compressor and turbocharger. The TSI engine base was taken by a four-cylinder power unit, which was equipped with a fuel system of a serial injection, a mechanical supercharger type ROOTS, a turbocharger was installed.
The separation of the cooling system into two (one cools the engine head and the exhaust manifold, and the other is a block of cylinders and a liquid intercooler) allows you to effectively cool the injected air.
When one of the most important priorities for the car was defined - with smaller volumes, the greatest specific power - the design thought came to the idea of \u200b\u200bsuperimposed. Why did the motor two supervision systems?
Each of the systems separately has its drawbacks. So, the turbine does not work on low revs. For her normal operation, the engine needs to be promoted up to 3000 rpm, that is, all the time keep high speed in order to avoid failures (so-called turbo-yam). At high speed, the efficiency of the mechanical compressor is falling, but on the bottom it allows you to work a motor with a complete return. In transition modes, both systems duplicate each other, which gives a positive result, allowing the ability to remove the maximum torque from the engine. The first were mechanical (forced) blowers who have a drive from the crankshaft engine.
But larger use received a supercharger in the automotive industry, actuating the turbine to which exhaust gases affect. When the load changes and the number of revolutions, the motor ECU unit calculates how much air is needed to create the desired moment of rotation, and enters the cylinders. In this case, it determines whether the turbine supercharger itself works or the mechanical compressor must be added to operation.
In TSI engines, several operation ranges:
Non-in-law with minimal load.
In addition to boost, the adjusting damper is open completely. The air that goes into the engine comes through the turbocharger damper, which controls the control unit control. At this time, the turbine supercharger is already working under the action of exhaust gases. Their energy is so insignificant that the minimum pressure is created. In this case, the throttle opens at the request of the driver (by pressing the gas pedal), and permission is created on the inlet to the cylinders.
Mechanical compressor and turbine supercharger at high loads and frequency speeds up to 2400 rpm.
When working in this range, the flap controlling the amount of air is closed or slightly ajar for adjusting the pressure in the intake manifold. In this case, the compressor is included in the operation through a magnetic coupling and is driven by a polyclinic belt (it sucks the air and compresses it). Compressed air is injected with a compressor to the turbine supercharger. The air is additionally compressed. The boost pressure of the compressor is measured in the intake manifold of the pressure sensor and changes the control unit control unit. The total pressure pressure is measured by the pressure pressure sensor, while the throttle valve is completely open. At the entrance to the cylinders, pressure is created up to 2.5 bar.
The operation of a turbine supercharger and a mechanical compressor at high loads and frequency of revolutions from 2400 to 3500 rpm.
When the motor operates in this mode (for example, at a constant speed), the pressure pressure is created only by a turbine supercharger. When accelerating the turbine would work with the delay and could not create the necessary air pressure on time (turbo-pit may occur). But to exclude this, the engine control unit through the electromagnetic clutch connects the compressor. In this case, the position of the regulatory flap changes, creating the appropriate pressure of the superior. So the mechanical compressor helps the turbine supercharger in creating the necessary air pressure to operate the engine.
Working with a turbine supercharger.
When the engine speed is over 3500 rpm, the turbine can itself create the necessary air pressure at any point of load. In this situation, the flap that regulates the air supply is completely open, and the fresh air directly goes to the turbine supercharger. Under these conditions, the pressure of exhaust gases will be enough for the turbine supercharger to create pressure required for chance. It is fully open. The inlet creates pressure up to 2.0 bar. The pressure created by the turbine supercharger measures the pressure pressure sensor, and it is adjusted by the valve pressure limit limit.
Double reducing is the simultaneous use of a mechanical compressor + turbine supercharger. The compressor is a mechanical supercharger that connects through an electromagnetic coupling.
The advantages of the mechanical compressor:
- rapid discharge of the required pressure in the intake manifold;
Creation of a larger moment of rotation at low engine speed;
Its connection occurs in need;
It does not require additional lubrication and cooling.
Disadvantages of a mechanical compressor:
- Power selection at the motor,
The pressure pressure is created depending on the rotation frequency of the crankshaft and after it is adjustable, the part of the work produced is again lost.
The turbine supercharger is permanently operated by exhaust gases.
The advantages of this unit: high efficiency due to the use of exhaust exhaust energy. Disadvantages of a turbine supercharger:with a small operating volume of the engine, the generated amount of exhaust gases is not enough to create a pressure pressure at low motor turnover and creating a high torque rotation, high temperature load.
Applying a combined boost system, that is, combining the classic turbocharging and mechanical, the creators of the TSI engine have reached maximum power indicators on all modes of motor operation.
Cooling system
Classic cooling system single-mounted. To increase the efficiency of the TSI engine robots, designers divided the engine cooling system into two contours to improve the quality of the motor and its systems.
The cooling system was divided into two modules: one outline serves the exhaust manifold and the engine head (hot), the other (cold) cools the cylinder block and the injected air in the intercooler. On these motors there is a water intercooler, which replaced the air. Due to this, the air that is injected into the cylinders has a pressure indicator above. The result of such an upgrades is a uniform filling of the combustion chambers with fuel-air mixture and an increase in car dynamics. So, already when turnover 1000 - 1500 we obtain torque about the claimed indicator in 210 nm.
The two-circuit cooling system is a diagram at which the contours of the cylinder block and the block head are separated. In the cylinder head, the coolant moves from the exhaust manifold to the inlet. Thus, uniform temperature mode is maintained. Such a constructive scheme is called transverse cooling. Also, such changes are made to the cooling system:
- Thermostat is made with two steps;
To cool the turbine when the engine is stopped, a recycling pump is installed;
The turbine supercharger has forced cooling.
Approximately one third of the engine coolant enters the cylinder block, and the remaining 2/3 are in the head of the cylinder block to the combustion chambers. Advantages of the cooling system with two contours:
- the cylinder block warms more quickly, the temperature rises to 95 o due to the fact that remains in the block;
Lowering friction in a crank-connecting mechanism due to temperature increase in the cylinder block;
Improving the cooling of combustion chambers due to a decrease in the temperature of about 80 ° in the block head; Thus, it is achieved to improve filling when the possibility of detonation is reduced.
A feature of the cooling system is the coolant dispenser housing with a thermostat that has two steps. With this volume of coolant at high engine speeds, increased pressure in the cooling system occurs. Even under these conditions, the thermostat with two steps is opened at the set time in accordance with the required temperature.
When a thermostat is set to one step, it would be necessary to overcome high pressure and move a large plate of the thermostat. And therefore, due to the oncoming forces, the thermostat could be opened only at high temperatures.
In a thermostat that has two steps when the opening temperature has been reached, a small plate will open at first. Because of the small area, the forces that affect the plate are less and the thermostat opens strictly according to the temperature. Having passed a certain move, the small plate begins to pull a large, fully opening a large flowing hole for coolant.
When driving a TSI engine, such a system makes it possible to maintain the operating temperature in the engine in accordance with the specified parameters and reduce fuel consumption and harmful emissions. To improve heating and reducing the possibility of overheating, it is necessary to intensively cool the hot head of the cylinders. At the same time, the amount of coolant in the head of the unit is twice the amount of fluid in the cylinder block, and the thermostats are opened, respectively at a temperature of 95 ° and 80 °.
The overheating turbine is protected by an additional auxiliary water pump on an electrical drive, forcing the liquid after stopping the engine to circulate in a separate circuit to 1/4 hours. With this principle of operation, the resource of the TSI turbine supercharger is significantly increased.
Fuel supply occurs through an adjustable fuel injection system. The advantage of this system is that the electric fuel pump, like a high-pressure fuel pump, gives so much gasoline as the engine needs. Thus, the electrical and mechanical power of fuel pumps decreases, and the fuel is saved.
For direct fuel injection, nozzles are installed directly into the cylinder head. High pressure through them fuel injected into cylinders. Main task for nozzles:they are required to spray well in a minimum period of time and targeted gasoline to cylinders.
When starting a cold engine in the TSI engine, double injection occurs. This is done in order to warm the catalyst when starting the engine. The first time with the absorption tact, and the second - when the crankshaft of the engine during rotation did not reach about 50 well to the top of the dead point. When the engine operates under normal conditions, fuel is fed during the suction tact, while it is distributed evenly in the combustion chamber. Nozzles installed on TSI have 6 channels for fuel injection.
Thus, the direction of individual jets does not allow moistening of the combustion chamber elements, providing a better distribution of the fuel mixture. In this case, the maximum value of the fuel injection pressure reaches 150 bar. This makes it possible to guarantee high-quality preparation of the fuel mixture and reliable spraying. In this case, the fuel is enough even at maximum loads.
On TSI engines, the fuel goes directly into the cylinders, and not to the suction collector, the mixture formation occurs "layers", and at the same time there is high-quality combustion with high efficiency. All these factors make it possible to slightly increase power and reduce fuel consumption.
It should be noted that the efforts of the weightlifting engineers of the cylinder block gave their results. Mold a TSI engine unit with a volume of 1.2 liters of aluminum. When compared with the motor block, which is made of gray cast iron (such cylinder blocks are used in TSI engine with a volume of 1.4 liters), a new block of cylinders decreased weight by 14.5 kg and amounted to 19.5 kg. The design of the new TSI engine cylinder block is 1.2 liters with an open slab - identical to the TSI engine cylinders with a volume of 1.4 liters. The peculiarity of this scheme is that the inner wall of the cylinder block with sleeves does not have jumpers in the zone where the cylinder block is in contact with the block head.
This design has its advantages:
- It lowers the possibility of the formation of air bubbles, in a two-cooled system, they can create a problem for removing air from the engine cooling system.
Collecting the cylinder block and the head of the cylinder block into a single node, the deformation of cylinders decreases and form a more homogeneous design, in comparison with the design with a closed slab and jumpers.
All this leads to a reduction in oil consumption, because the piston rings are better compensated for deformation. The cylinder block installed four sleeves poured out of gray cast iron with a profiled outdoor surface. This profile improves the connection between the cylinder block and cylinder sleeves, therefore decreases the deformation of the cylinder block. This technological solution made it possible to reduce unevenness during heat distribution, which appears between the sleeves and the aluminum block.
TSI engine advantages
The advantages of motors with the Abbreviation TSI refers:
1. The design efficiency (with minimal fuel consumption, it is possible to achieve maximum torque in a larger turn range).
2. Due to the reduction of the mass of the engine and the working volume, friction losses are significantly reduced.
3. The fuel consumed by the engine is saved.
4. With improved fuel combustion characteristics, the amount of harmful emissions into the environment is reduced.
TSI are motors with direct fuel injection systems and double turbocharging (contains a compressor and turbine). Such engines are more complicated by ordinary turbocharged, but they are more reliable, more powerful and more economical. They have practically no shortcomings.
A feature of these motors is a two-stage supervision, which consists of a turbine supercharger and a compressor with a mechanical drive. The TSI engine is saturated with modern technological solutions, but at the same time, appropriate care is required for its reliable operation. Therefore, you need to use high-quality consumables and liquids, on time to carry out maintenance. Nodes and aggregates included in the TSI engine and timely service with interest will pay off due to gasoline savings.
In order to reduce the noise, this engine has an additional case, which is made of sound-absorbing materials.
Using the engine in our country
This engine is designed to work only on good fuel and only on excellent oils, we need to look good fuel.
TO Disadvantages of TSI engineswhich will be operated in our conditions include:
- high demands on the quality of fuel and lubricants - gasoline, oil, etc.;
Maintenance that must be carried out regularly and only in authorized service centers;
These engines are sensitive to low ambient temperatures, which makes it difficult to operate in winter.
But drivers who have experience in operating TSI motors, notice that warming at idle is not required - you can start moving without warm up with a cold motor. TSI engines with direct fuel injection systems in cylinders and double turbochargeds are the motors more complex than ordinary, but they are more reliable, more powerful and more economical.
One of the biggest deficiencies is that in winter the engine when working at idle turns badly heats up. When moving, the engine goes to the specified temperature mode for a long time. Therefore, drivers who go to close distances will create a problem (you have to go with the immense "stove" and tolerate the cold air blowing from the heater). Other problems The TSI engine does not create.
It is also necessary to note enlarged mechanical and thermal loads, double reducing. All this forces the manufacturers constantly working on changing the design, strengthen some nodes and engine units. This complicates the production and maintenance of such aggregates.
Surely, many paid attention to cars with "mysterious" TSI inscription.
Moreover, this abbreviation is characteristic of cars not only Volkswagen brands, but also other brands belonging to the Volkswagen Audi Group - Audi, Skoda, Seat ...
What does this inscription mean for the driver of such a car?
From this article you will learn:
Decoding TSI
The TSI abbreviation is decrypted as Twincharger Stratified Injection, which means a double supercharger engine and a layer-by-layer or direct injection.
TSI Engine has a more complex design than the usual one. Despite the relatively small and good power supply, TSI engine is more economical and reliable.
The main distinguishing feature of such an engine is the presence of two-stage superimposure - the first "stage" is a supercharger with a mechanical drive, and the second "stage" is a turbocharger.
The mechanical compressor has up to 2.4 thousand revolutions. The intake damper for air flow is fully open when the speed of rotation exceeds 3.5 thousand revolutions per minute. It was then that a strong air flow falls into the turbocharger and the maximum torque is achieved.
There are TSI engines in which the button is installed to select a winter ride. This mode eliminates the bucking of the wheels due to the softer operation of the motor.
What advantages have
Special attention deserves the economy of the TSI-motor in combination with its solid power. The power unit always provides a car with good dynamics, thanks to two blowers at once, because in a wide range of revolutions, the maximum torque value can be achieved.
The use of a combination of a mechanical compressor and turbine allows you to maintain the craving at a long period of revolutions. In this case, the mechanical compressor works independently on low revs, and when working together - on medium turnover.
To the next equally important advantage you can attribute a low CO2 emission. It should be mentioned that "TSI" was nominated by the best "green" engine of the year.
Among other numerous advantages of the "TSI" line, it is worth highlighting their sufficient reliability and a relatively high resource.
What are the shortcomings
Like any thing, the TSI-motor has some drawbacks. We should not forget that most modern turbocharged VW motors are very demanding about the quality of fuel and oil. The exception did not become the TSI-motor, for normal operation it is necessary only high-quality fuel and.
In addition, the TSI engine requires the owner of strict compliance with the transmission rules of turbo engines registered in the documentation.
In addition, some discomfort can cause a TSI-motor in winter. The reason is that the TSI Motor family has low heat transfer and practically does not warm up, working at idle in the cold season. In general, the optimal temperature of this engine is achieved only while driving after a certain period of time.
But there is another side of the medal, already positive - such an engine is not inclined to overheating even on a strong heat in a long traffic. However, this feature can cause discomfort during the operation of the vehicle with a TSI motor on short distances: an immentable engine means an immentable interior, as the traditional "stove", which uses the engine antifreeze in its work, will be ineffective.
But VW engineers have provided all these nuances by creating a two-circuit cooling system with two thermostats: one circuit cools a hotter head of the cylinder block, the second is the rest of the block of the power unit.
To increase the resource of the TSI-motor, the turbine is cooled by its own system, including a water pump with an electric drive, which continues to drive a cooling fluid for another 15 minutes after stopping the engine.
Surely everyone who thought about the purchase of Skoda's German cars or Volkswagen, thoughtfully considered the Abbreviation of the TSI engine type, reflecting on what the feature of this power unit is. There are still many misconceptions on this issue on the expanses of Russia. Some believe that this type of engine works on diesel fuel, since with a smaller specific amount, it gives a large value of the power in comparison, for example, with a simple turbocharged engine. But in reality everything is different. Engine TSI, this is not a diesel.
How does the TSI and FSI engine work?
FSI.
In order to better understand how the TSI engine works, let's consider the work of its "fellow" FSI motor. The FSI abbreviation (Fuel Stratified Injection) designate engines developed by German specialists with the so-called "layered" fuel injection. In this engine, it is designed similarly to diesel aggregates:
the fuel pump is pumping gasoline under high pressure into the fuel ramp total for all cylinders. Controlled by the system of electromagnetic valves of fuel injection, is carried out with the help of nozzles, by the way, if you want to rinse the nozzles then you here. The opening of each of the injectors occurs after the command is submitted by the central control unit. The phase of work depends on both turns and engine load.
Video about Engine FSI
Advantages of the FSI engine.
The advantage of such an engine is that due to strict dosing of fuel injection into the combustion chamber, saving is achieved up to 15%, in comparison with gasoline engines equipped with a classic injection system. In addition, more uniform traction is provided at low and medium rates due to changes in the camshaft phases.
TSI.
Unlike the FSI engine, TSI motor is a gasoline power unit with a double turbocharging system. TSI Abbreviation (Turbo Stratified Injection) Here you can translate as an engine with layer-by-layer fuel injection and turbocharging.
Such an engine inherited from the FSI engine fuel injection system and received an additional mechanical compression system. Naturally, the design of such an engine is much more complicated. However, this deficiency is completely compensated by its greater reliability, power and economy.
Video about TSI engine
The TSI engine layout is characterized by the fact that the turbocharger and mechanical compression system are separated along different directions of the engine. The traditional turbocharged engine receives additional power using exhaust energy that spinning the turbine wheel, through the drive system, create compression and injection of air. Compared to a classic gasoline engine, such a system is more efficient, but the efficiency of the TSI engine with a layer-by-layer injection and turbocharging system is much more efficient.
The advantages of the TSI engine.
A large disadvantage of a simple turbocharged engine can be considered that it is weakly effective at small and idle turns. In contrast, the TSI motor has a mechanical compressor running on low revs and turbocharger, which ensures the increase in power at high revs. Thus, additional compression and injection of air into the engine system occurs almost throughout the range of operating speed. It is this factor that contributes to a multiple power gain with a reduced fuel consumption, which is provided by a system of dosage, layered injection and a double injection system.
All of the above factors lead to the fact that the TSI engine developed by the German "Assami" Volkswagen achieves impressive power values. So, in comparison with the classic turbocharged engine of the same manufacturer, with a nominal volume of the engine in 1.2 liters, the TSI engine shows the result on average by 12 hp Better (90 hp for engine turbocharged motor counter 102 hp for engine TSI). In addition, the double compression system leads to the absence of a failure of power and excellent thrust, both at low and high engine speeds.
Naturally, the complexity of the engine design could not not affect its price. But slightly appreciation is quite paying up with a reduced level of consumption and reinforced power.
TSI engine ( Turbo Stratified Injection, literally turbocharging and layered injection) combines the latest achievements of design thought - direct fuel injection and turbocharging.
The Volkswagen Concern has developed and offers on its cars a line of TSI engines, differing in design, engine volume, power indicators. In the design of the TSI engines, the manufacturer implemented two approaches: double reducing and just turbocharging.
Abbreviation TSI is a patented trademark of the Volkswagen concern.
Double supervision is carried out depending on the need of the engine with two devices: a mechanical supercharger and turbocharger. The combined application of these devices allows you to realize the rated torque in a wide range of engine speed.
In the engine design, the mechanical supercharger type ROOTS is used. It is two rotors of a certain shape placed in the housing. Rotors rotate in opposite parties than the absorption of air on one side is achieved, compression and discharge - on the other. The mechanical supercharger has a belt drive from the crankshaft. The drive is activated using a magnetic coupling. To adjust the pressure charged parallel to the compressor, an adjusting valve is installed.
The standard turbocharger is installed on the TSI engine with double superimposor. Advance air cooling is carried out by an intercooler of air type.
The effective operation of the double supervision provides the engine control system, which in addition to the electronic unit combines the input sensors (pressure in the intake pipeline, pressure pressure, pressure in the intake manifold, potentiometer of the adjusting damper) and actuators (magnetic coupling, carrier servomotor, adjustment valve Valve recycling turbocharger).
Sensors track downward pressure in various places of the system: after a mechanical supercharger, after a turbocharger and after an intercooler. Each of the pressure sensors is combined with air temperature sensors.
Magnetic coupling Included by the signals of the engine control unit, in which voltage is supplied to the magnetic coil. The magnetic field attracts the friction disc and closes it with the pulley. Mechanical compressor starts to rotate. The compressor operation is performed until voltage is supplied to the magnetic coil.
Servomotor Turns the adjusting damper. With the valve closed, the entire suction air passes through the compressor. Adjusting the pressure of the mechanical compressor is performed by opening the flap. In this case, part of the compressed air is supplied again into the compressor, and the pressure of the superior is reduced. With a non-working compressor, the flap is fully open.
Advance pressure limit valve It works when the energy of exhaust gases creates an overpressure pressure. The valve provides the operation of the vacuum drive, which in turn opens the bypass valve. Part of the exhaust gases goes past the turbine.
Valve recycling turbochargers Provides the operation of the system on the forced idling (when the throttle is closed). It prevents the creation of overpressure in the interval between the turbocharger and the throttle valve closed.
Principle of operation of double superchard engine TSI
Depending on the rotational speed of the crankshaft (load), the following modes of operation of the double supercharge system are distinguished:
- hopeless mode (up to 1000 rpm);
- the operation of the mechanical supercharger (1000-2400 rpm);
- joint work of the supercharger and turbocharger (2400-3500 rpm);
- the operation of the turbocharger (over 3500 rpm).
At idle, the engine works in undead mode. The mechanical supercharger is turned off, the adjusting valve is open. The energy of the exhaust gases is small, the turbocharger does not create pressure presses.
With an increase in the number of revolutions, a mechanical supercharger turns on and an adjusting valve is closed. Pressure pressure, mainly creates a mechanical supercharger (0.17 MPa). The turbocharger provides a small addition of air compression.
At the speed of the engine crankshaft in the limit 2400-3500 rpm, the pressure of the superior creates a turbocharger. The mechanical supercharger is connected if necessary, for example, with a sharp acceleration (with a sharp opening of the throttle). Advance pressure can reach 0.25 MPa.
Next, the operation of the system is carried out only at the expense of the turbocharger. Mechanical supercharger is turned off. The adjusting valve is open. To prevent detonation with increasing speed, the pressure drops somewhat falls. At the speed of 5500 rpm, it is about 0.18 MPa.
TSI engine turbocharging
In these engines, the supervision is carried out exclusively by the turbocharger. The design of the turbocharger ensures the achievement of the nominal torque already at low engine speeds and maintain it in a wide limit (from 1500 to 4000 rpm). The outstanding characteristics of the turbocharger obtained due to the maximum reduction in the inertia of rotating parts: reduced the outer diameter of the turbine and compressor impeller.
Adjustment of the superior in the system is traditionally carried out using the bypass valve. The valve may have a pneumatic or electrical drive. The operation of the pneumatic drive provides an electromagnetic valve of pressure limitation. The electrical drive is represented by an electric guide device consisting of an electric motor, a gear transmission, lever mechanism and a device position sensor.
In the turbocharged engine, unlike double supervision, a liquid boost air cooling system is used. It has an independent contour engine cooling system and forms a two-circuit cooling system with it. The cooler air cooling system includes: an upper air cooler, pump, radiator and pipeline system. The indoor air cooler is located in the intake manifold. The cooler consists of aluminum plates through which the cooling system pipes pass.
The charge air cooling is performed along the motor control unit in turning the pump. The flow of heated air passes through the plates, gives them heat, and those, in turn, give it fluids. The coolant moves along the contour using the pump, cooled in the radiator and then in a circle.
