Websites about LLK?

Hello,

The more I think about LLMs, the more questions arise.

Currently, I am concerned about the pressure loss caused by the internal flow resistance of the intercooler.
This additional pressure must be generated by the loader in addition to the pressure already present, in order to achieve the target pressure specified by the EDC behind the linkage.

At the same time, the increased pressure raises the inlet temperature of the lubricating liquid.

"In my opinion, the overpressure is likely to behave fundamentally the same way as the negative pressure caused by the (too) narrow intake nozzle: it's practically zero in the lower and middle speed range, and increases sharply at the top end."

This would mean that the turbocharger would have to overcome two restrictions simultaneously in the higher RPM range... etc. etc.

I would appreciate some input on the extent of these difficulties – ideally without having to tap into my LKK (local control and monitoring system) at the entrance and then being unable to permanently seal it afterwards.

Does anyone know of websites that cover these basic topics and provide specific values?

Yesterday, I spent about an hour unsuccessfully searching on Google (-> I found a lot of information, but not what I was looking for...).

There's only one solution: Connect and measure the differential pressure transmitter both before and after the heat exchanger!

ulf wrote:

Gleichzeitig treibt der Mehr-Druck wieder die LLK-Eintrittstemperatur nach oben.

But only the INLET temperature. After the cooling process, i.e., behind the cooler, the normal conditions are restored. Due to the higher inlet temperature, the efficiency of the cooler even increases, as it operates with a higher temperature difference.

With significantly higher flow resistance, or if there's a valve after the radiator, you'll eventually end up with an air conditioning system.

The only truly relevant parameter in your consideration is likely the increased exhaust backpressure, possibly also the increased operating temperature of the turbocharger, which can affect its lifespan.

Best regards,
Uwe

Uwe wrote:

Aber nur die EINGANGstemperatur. Nach der Entspannung, also hinter dem Kühler sind die Normalverhältnisse wieder hergestellt. Durch die höhere Eingangstemperatur steigt sogar der Wirkungsgrad des Kühlers, da er mit höherer Temperaturdifferenz arbeitet.

You could also look at it that way *gg*.

Quote:

Der einzige wirklich relevante Parameter bei Deiner Betrachtung dürfte der höhere Abgasgegendruck sein, eventuell noch die gestiegene Arbeitstemperatur des Turbos, was dessen Lebensdauer beeinflusst.

...not to mention the higher impeller speed required to generate the back pressure of the intercooler (in addition to the boost pressure for the engine)!

Quote:

Bei noch viel höherem Strömungswiderstand bzw. einem Ventil nach dem Kühler hat man irgendwann eine Klimaanlage.

. . . and it's absolutely environmentally friendly, because it doesn't require ozone-depleting coolants, etc.
You will only have to accept a slight reduction in effectiveness - but that's the case with almost all environmentally friendly products.