An intercooler is a mechanical device used to cool liquids, including liquids or gases, between the stages of a multi-stage compression process, usually a heat exchanger that removes waste heat in a gas compressor. They are used in many applications, including air compressors, air conditioners, refrigerators, and gas turbines, and are widely known in automotive use as air-to-air or air-to-liquid for internal combustion (turbocharged or supercharged) combustion engines to improve their volumetric efficiency by increasing the intake air intake density through almost isobaric cooling (constant pressure).
Video Intercooler
Kompresor Udara
Intercooler is used to remove exhaust heat from the first stage of a two-stage air compressor. The two-level air compressor is produced because of the inherent efficiency. Intercooler cooling action is in principle responsible for this higher efficiency. Eliminating heat-compression from the first-stage exhaust has the effect of compressing the air charge. This, in turn, allows the second stage to generate more work from its fixed compression ratio.
Maps Intercooler
Internal combustion engine
Intercooler improves the efficiency of the induction system by reducing the heat of induced air created by the supercharger or turbocharger and encouraging more thorough combustion. This removes the heat of compression (ie, the temperature rise) that occurs in each gas when the pressure is increased (eg, its mass unit per unit volume - density - is increased).
Decreased intake air fill temperatures support the use of a more dense intake charge into the engine, as a result of forced induction. A decrease in intake air temperature also eliminates the pre-detonation hazard (tapping) of the refueling/air prior to ignition of the spark plugs. It retains the benefits of more fuel/air combustion per engine cycle, increasing engine output.
Intercooler also eliminates the need to use extravagant methods to lower the temperature of feeding the intake by injection of excess fuel into the air induction chamber of the cylinder, to cool the intake air load, before flowing into the cylinder. This wasteful practice (prior to intercooler use) virtually eliminates gains in engine efficiency from forced induction, but is required by a greater need to prevent in any way damage to machinery that leads to pre-detonation detonation machines.
The prefix inter in the device name is derived from its use as a cooler between the compression cycles. Usually in the intercooler car is placed between the turbocharger (or supercharger) and the engine (compression piston generates the next compression cycle). Aircraft engines are sometimes built with charge air conditioning installed between several induced forced stages, so the appointment is inter . In vehicles equipped with two-stage turbocharging, it is possible to have an intercooler (between two turbocharger units) and aftercooler (between the second stage turbo and engine). Car holder record speed JCB ground hijacking is an example of such a system. In general, the intercooler or aftercooler is said to be air-cooled.
Intercoolers can vary dramatically in size, shape and design, depending on the performance and space requirement of the entire supercharger system. Common space designs are the intercooler mounted on the front ( FMIC ), intercooler mounted on top ( TMIC ) and hybrid mount intercooler (HMIC). Each type can be cooled by air-to-air system, air-to-liquid system, or a combination of both.
Applications to forced induction
Turbochargers and superchargers are designed to force more air masses (and thus more oxygen molecules) into the intake manifold and engine combustion chamber. Intercooling is a method used to compensate for the warming caused by supercharging, a natural byproduct of the semi-adiabatic compression process. Increased air pressure can lead to overheating costs, significantly reducing the performance increase of superchargings due to decreased density. Increased charging temperatures can also increase the combustion temperature of the cylinder, causing detonation, excessive wear, or heat damage to the engine block or piston.
Passing the intake load compressed and heated through the intercooler reduces the temperature (due to heat rejection) and pressure (due to limiting the flow of the fins). If the device is engineered correctly, the relative temperature drop is greater than the relative loss in pressure, resulting in an increase in net density. This improves system performance by recovering some of the disadvantages of an inefficient compression process by refusing heat to the atmosphere. Additional cooling may be provided by spraying fine mist externally onto the intercooler surface, or even into the air itself, to further reduce the temperature of the feed intake through evaporative cooling.
Intercoolers that exchange heat directly with the atmosphere are designed to be installed in the area of ​​the car with maximum airflow. These types are primarily installed in the front mounting system (FMIC). Cars like the Nissan Skyline, Saab, Volvo 200 Series Turbo, Volvo 700 Series (and 900 series) turbo, Dodge SRT-4, gen 1 Mazda MX-6, Mitsubishi Lancer Evolution and Chevrolet Cobalt SS all use intercooler mounted in front ) mounted near the front bumper, parallel to the car radiator.
Many other turbo-charged cars, especially where aesthetic cars are not compromised by top mount scoops, such as the Toyota Supra (JZA80 only), Nissan 300ZX Twin Turbo, Nissan Silvia (S13/14/14a/15), Nissan 180sx, Mitsubishi 3000gt, The Saab 900, Volkswagen, Fiat Turbo diesel, Audi TT, and Turbo Mitsubishi Eclipse use a side-mounted air-to-air intercooler (SMIC), mounted on the front bumper front or in front of one of the wheels. Side-mounted intercoolers are generally smaller, mainly due to space limitations, and sometimes two are used to gain greater performance, a single intercooler. Cars like the Subaru Impreza WRX, the MINI Cooper S, the Toyota Celica GT-Four, the Nissan Pulsar GTI-R, the Acura RDX, Mazdaspeed3, Mazdaspeed6, and PSA Peugeot CitroÃÆ'¡n turbo diesel, using air-to-air intercooler (TMIC ) is located above the machine. Water is directed through the intercooler through the use of a hood spoon. In the case of a PSA car, the air flows through the grille above the front bumper, then through the channel under the hood. Top installed intercoolers sometimes suffer from heat diffusion due to proximity to the engine, warming them up and reducing their overall efficiency. Some Rally World Rally cars use a reverse-induction system design where air is forced through a channel in the front bumper to a horizontally-mounted intercooler.
Because FMIC systems require an open bumper design for optimal performance, the entire system is vulnerable to debris. Some engineers choose another installation location because of this reliability issue. FMIC can be placed in front of or behind the radiator, depending on the need for heat dissipation from the machine.
As well as allowing more air masses to be put into the machine, intercoolers have a key role in controlling the internal temperature in a turbocharged engine. When equipped with a turbo (as with supercharging shapes), the engine specific strength increases, leading to higher combustion and exhaust temperatures. The exhaust passing through the turbine portion of the turbocharger is usually about 450 ° C (840 ° F), but can be as high as 1000 ° C (1830 ° F) under extreme conditions. This heat passes through the turbocharger unit and contributes to the compressed air heating in the turbo compressor section. If left empty, this hot air enters the engine, increasing the internal temperature. This causes a heat buildup that will ultimately stabilize, but this may be at temperatures that exceed the design limit of the engine - the 'hot spots' on the piston crown or exhaust valve may cause a curve or crack in this component. High air fill temperatures will also increase the likelihood of pre-ignition or detonation. Blasting causes a destructive pressure on the engine cylinder, which can damage the engine quickly. This effect is mainly found in modified or tuned machines running at very high specific power output. An efficient intercooler removes heat from the air in the induction system, preventing heat heating through the turbocharger, enabling a higher output power to be achieved without damage.
Compression by the turbocharger causes the intake air to heat and heat is added due to the inefficiency of the compressor (adiabatic efficiency). This is actually the biggest cause of the increase in air temperature in the air charge. The extra strength obtained from forced induction is due to the extra air available to burn more fuel in each cylinder. This sometimes requires a lower compression ratio to be used, to allow for a wider mapping of ignition ignition timing before detonation occurs (for given fuel octane values). On the other hand, a lower compression ratio generally decreases the combustion efficiency and power cost.
Some high performance tuning firms measure temperatures before and after the intercooler to ensure the output temperature is as close as possible to the ambient (without additional cooling; water/liquid gas spray).
inter-air intercooler
Air-to-liquid intercoolers, also known as Charge Air Coolers , are heat exchangers that transfer heat energy to an intermediate liquid, usually water, which ultimately rejects heat into the air. This system uses a radiator in another location, usually due to space constraints, to reject the unwanted heat, similar to the automotive radiator cooling system. Air-to-liquid intercoolers are usually heavier than their air-to-air counterparts because of the additional components that make up the system (circulating water pumps, radiators, liquids, and piping). The Toyota Celica GT-Four had this system from 1988 to 1989, 1994 to 1999, also in the Carlos Sainz Rally Championship Version from 1990 to 1993. The Subaru legend from 1989-1993 with a 2.0 L DOHC flat-4 engine also used the top installed air intercooler to-air on GT and RS models sold in Japan, Europe and Australia.
The great advantage of air-to-liquid arrangement is lower overall pipe and intercooler length, which offers faster response (lower turbo lag), giving the peak impulse faster than most intercooler mounts in front of mount. Some setups have reservoirs that can withstand ice, resulting in lower intake temperatures than ambient air, providing substantial benefits (but of course, ice will require constant replacement).
Ford had adopted the technology when they decided to use forced induction (via Supercharger) in Mustang Cobra and their Ford Lightning trucks. It uses a mixture of water/glycol intercooler in the intake manifold, just below the supercharger, and has a long heat exchanger mounted in front, all powered by a Bosch pump made for Ford. Ford is still using this technology today with their Shelby GT500. The 2005-2007 Chevrolet Cobalt SS Supercharged also uses similar settings.
Air-to-liquid intercoolers are the most common form of intercooler found in marine engines, given that unlimited cooling water supply is available and most machines are located in closed compartments where getting a good air-cooling flow for air-air units will be difficult. The marine intercooler takes the form of a tubular heat exchanger with air through a series of tubes and cooling water circulating around the tube inside the unit casing. The water source for the intercooler depends on the proper cooling system installed to the machine. Most marine engines have fresh water circulating in them that is passed through a heat exchanger cooled by sea water. In such a system, the intercooler will be attached to a seawater circuit and placed before its own heat exchanger to ensure a cold water supply.
Charge air cooler
A charge air cooler is used to cool the engine air after passing through the turbocharger, but before entering the engine. The idea is to return air to a lower temperature, for optimal power for the combustion process inside the machine.
Charge the air conditioner in various sizes depending on the machine. The smallest is most often referred to as the intercooler and attached to a car engine or a truck engine. The largest are reserved for use on large marine diesel engines, and can weigh more than 2 tons (see figure).
The charge-air cooler diesel engine is still manufactured in Europe, although very large engines are mostly built in the Far East. Vestas aircoil A/S and GEA are the oldest makers still in business.
The first marine diesel engine filling the air conditioner was built by Vestas aircoil A/S in 1956.
There is some confusion in the terminology between aftercooler, intercooler, and charge-air cooler. In the past, aircraft engines will run turbochargers in stages, where the first stage compressor will feed the inlet from the second stage compressor which will then compress the air before entering the engine. Due to the very high pressure that will develop, the air conditioner is positioned between the first and second level compressors. The cooler is "Intercooler".
Another cooler will be positioned after the second stage, which is the final compressor stage, and that is "aftercooler". Aftercooler is a cooler that outletnya use the machine.
Air conditioning charge is just a term that covers everything, which means cooling the turbo air load before it goes to the engine. Usually air-cooled air-cooled means air-to-air cooling where heat is rejected using ambient air flowing through a heat exchanger, such as engine coolant radiator. While the multi-stage turbocharger system is still used in some classes of tractors, the selection of high-performance diesel engines, and also used in newer end-model diesel engines, the term intercooler and aftercooler are used synonymously today. The term intercooler is widely used to mean between Turbocharger and engine. Both terms, intercooler or aftercooler, are true, but these are the origin of two terms used interchangeably by all levels of the expert.
An intercooler, or "Charge-Air Cooler", is an air-to-air or air-to-liquid heat exchanger used on turbocharged and supercharged internal combustion engines to improve their volumetric efficiency by increasing air-load intake density through isocoric cooling. A decrease in air intake temperature provides a more dense intake charge to the engine and allows more air and fuel to be burned per engine cycle, thus increasing engine output.
The interfix on the device name is derived from the historic compressor design. In the past, aircraft engines were built with Charge-Air Coolers that were installed between several stages of supercharging, resulting in inter appointment. The modern car design is technically defined as the aftercooler because of its placement at the end of the supercharging chain. The term is now considered ancient in modern car terminology because most induced vehicles have a single-stage supercharger or turbocharger. In vehicles equipped with two-stage turbocharging, it is possible to have an intercooler (between two turbocharger units) and aftercooler (between the second stage turbo and engine). In general, the intercooler or aftercooler is said to be Air Conditioner Filler. The text is taken from the Av-Tekk Charge-Air Coolers website
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Source of the article : Wikipedia
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