Turbo vs Super. was variable comp...variable disp....

[Gary Derian]

Good point.  If there was enough ommph to get boost, we would be back to our
50hp electric motor problem.

Gary Derian <gderian at cybergate.net>



>The Turbodyne is a compressor-mounted motor with an over-running clutch
>(about 8 inches long in an aluminum housing that fits over the
>compressor inlet).  It keeps the turbo spinning at a minimum of around
>30,000 rpm, intending to eliminate lag.  Current draw is minimum
>without load (i.e. once exhaust turbine is spinning), so it doesn't
>need to be switched off.  I don't think the current iteration provides
>enough oomph to provide boost.
>
>John Bucknell is jb24 at chrysler.com


>On Feb 22, 11:09pm, gt bradley wrote:
>>   One idea I liked, (and is commercially available as an automotive
>after
>> market modification),  is to have a turbocharger with a stator?
>(spinning
>part
>> of an electric motor) built into the turbine.  For acceleration from
>low
>> rpm's, current is applied and the unit effectively becomes a
>centrifugal
>> supercharger, once the engine speed builds, the exhaust takes over
>and it
>> functions like a turbo (current no longer applied, and the stator
>spins
>free).
>>
>> Since this is used only for the initial spin-up a much smaller motor
>is used
>> than would be required for a full electric supercharger (already
>dismissed by
>> this thread), and with a low duty-cycle, many of the
>mechanical/electrical
>> problems become solvable.
>>
>> The initial application is for Bus/Trucks, but auto-enthusists are
>fitting it
>> to street cars.  I'm not sure if any work has be done on a control
>system
>(for
>> the car application) or if it is just a switch for use when waiting
>for the
>> street light to turn green.
>
>That's quite an interesting concept.  How do they handle the heat issues
>with the electrics getting toasty via the exhaust gas in the same
>housing,
>though?  Seems to me that would be a pretty expensive proposition.