h a l f b a k e r yI think, therefore I am thinking.
add, search, annotate, link, view, overview, recent, by name, random
news, help, about, links, report a problem
browse anonymously,
or get an account
and write.
register,
|
|
|
A jet of pressurerized accumulated air, is introduced to
the turbine wheel of the Turbo Charger, at moments of
need, for lag-free operation, and boost under
accelleration.
The pressurized air is accumulated under regular driving
conditions, and let to a nozzle by a computer controlled
valve
unit.
The introduced jet of pressurized air, is aimed at the
circumference of the Turbo Charger's spinning
turbine/compressor schroll.
The impulse of the velocity of the air-jet accellerates the
rotating part, at a 'pause' point, where there is no real
pressure differential to be overcome, and just the
rotation
mass-inertia of the part is acting against a spin-up.
The result is lag-less smooth power pick-up, increased
sportiness (better feel for the power at the accellerator
pedal), better accelleration (no pauses) times, and if the
turbo is optimized to be larger, higher maximum output,
still without lag (since the larger turbo's resistance to
accelleration is now eliminated).
pre-compressed-air_20supercharger
[spidermother, Jun 02 2011]
Please log in.
If you're not logged in,
you can see what this page
looks like, but you will
not be able to add anything.
Destination URL.
E.g., https://www.coffee.com/
Description (displayed with the short name and URL.)
|
| |
An automotive turbo is a high volume device, designed to draw power from the fast flowing exhaust gas while generating the minimum possible back pressure. |
|
| |
A small jet of high pressure air would be a very ineffecient way of driving the turbo. A larger jet of low pressure air would require a massive tank to store enough to make any difference. (A 2 litre engine running at 3000 rpm exhausts 50 litres of gas per second at around 5 Bar pressure.) |
|
| |
Modern turbo engines have virtually no perceptible lag. If there is a need to boost turbo pressure, this can more effectively be done with an electric motor. |
|
| |
it's just meant as quick busts/squirts of jet sprays, to
overcome the rotational mass inertia of the
turbine/compressor of the turbo-charger rotating
assembly - to spool up the turbo, while pressures are
low, therefore virtually no resistance/'work'=energy
to transfer. |
|
| |
If there were 'virtually no... energy to transfer' then it wouldn't be needed at all. |
|
| |
If you want to generate a temporary boost with pressurised air, it would be more effecient to feed the air pressure directly to the manifold. |
|
| |
// it would be more effecient to feed the air pressure
directly to the manifold.// |
|
| |
It is. It's called "air injection." It works just like oxygen-,
water-, nitrous-oxide-, and custard-injection boosters. |
|
| |
//The result is lag-less smooth power pick-up, increased
sportiness (better feel for the power at the accellerator
pedal), better accelleration (no pauses) times// |
|
| |
What you want there is a supercharger: less fuel-efficient,
more immediate power. No need to modify a turbo to do
that when something else already does it better. |
|
| |
Modern turbocharging setups have eliminated lag using variable vane housings and and computer managed anti-lag. This is a simpler, more efficient, more applicable way of eliminating lag. It works over and over without fail and requires no additional parts. |
|
| |
You'd be better feeding your air reserve (through an ejector) in on the intake side, as suggested in the link - that way you get to also burn the air, rather than just pumping it through the turbine. |
|
| |
There's the Renault-Peugoet dual-geometry schroll
design of the compressor wheel, also, -makes the
fixed geometry turbine function in two different
flow modes, one as a small compressor, another as
a higher volume one. |
|
| |
BMW has gone to extremes, in their bi-Turbo
diesel installations : Two individual serately
rotating turbo units, sequentially staged in their
respective operation in the rev-ranges : A small
unit for lw-revs and pick-up/accelleration, and a
larger unit for high-rev/cruising. It's a high power,
AND high efficiency AND responsive, engine unit,
called the '535d', as opposed to the single unit
'530d' - they are both 3.0 liter 6-cylinder otherwise
regular Diesels. |
|
| |
Almost 100 HP per liter with the more advanced
type charging. |
|
| |
So, this would be the aim : to eliminate the cost
of such doubling of the not-for-free turbine-
compressor charger, allowing just One Large turbo,
having eliminated inertia pause effect, by a
simple, almost static, air nozzle modification. |
|
| |
It's a response question, not a continued power
supply one. The lag can be tremendously
important, in for instance overtaking manouvres,
and particularly in racing, where minute control of
the forces acting on the contact patches of the
tires, is at the highest priority. |
|
| |
Personally, I experienced a large turbo, on a 1.756
(1.8) liter FIAT twin-cam engine. The lag was
inherent in first gear, which was all the better, as
it saved to rear axle from a massive dose of
torque. |
|
| |
In second gear, the turbo spooled up nicely, and
the car absolutely flew from 30 km/h to around 90-
100 km/h, in a distance of 80-120 meters. And still,
the air-to-air cooler in the nose (intercooler),
wasn't operating,.. the intake air could be
denser,. |
|
| |
On the highway, in fifth gear, the car accellerated
like there was no such concept as 'aerodynamics' -
the intercooler at full vigor - from 4.000 rpm to
6.000 rpm, i.e. from 140 km/h to 180 km/h, in 4-6
seconds,.. |
|
| |
The tires were 'S' or 'H' spec, so it would have been
even more 'gray zone'/speeding, to go further up
the speedometer scale. |
|
| |
A quick dap at the accellerator proved the engine
viable for up to 9.000 rpm (!!) - perfectly ballanced. |
|
| |
With high-speed tires, this could have led to
speeds of 240 - 265 km/h, according to my later
calculus. |
|
| |
This mentioned turbo was possibly 'huge' for that
engine. In size like two fists. In Belgium, at the
'Francochamps' Ferrari dealers shop, i saw a Ferrari
F40 complete engine displayed - this has two
turbo's, (for an engine 1,5 - 2 times the size), and
they were only half the apparent volume. |
|
| |
Anyway, about the lag : I eventually slid with this
car, on warm, slippery, asphalt, in a curve. The
tires spun, this increased the engine rpm, this in
turn increased the flow through the turbo, which
instantaniously increased power on the crank,
leading to the wheels, increasing the slide even
further. |
|
| |
Complicated turn of events, - I ended up with a
'montagua' complicated fracture of the left, lower
arm, and a gigantic head ache from banging the
forehead into the frame of the windshield (it was
a 1969 A-I Fiat 124 Sport Spider, open / convertible
/ sports car, torque-tube type rear suspension),
and the car was a wreck. |
|
| |
I gave the engine away, to a FIAT 131 enthusiast,
and he later reported, that he had been giving a
Camaro arun for it's money, in an accelleration
duel. |
|
| |
Another type of spool up installation : An tooth-
pump type wheel installed in the middle, or to the
cooler side, of the turbine/compressor housing,
acting on the turbine shaft, from injected
pressurized oil,..,. |
|
| |
Pressure Jet RPM Boost to Turbo's _what_?? |
|
| |