Vince Orton wrote:

Paul -

Using an off-the-shelf turbocharger for turbocompounding is a great
idea.  I'm not sure of all that is involved in adapting it to
turbocompound use, but it sounds like it's worth a shot.  Best of all,
it can be tested on the ground.

I assume that the exhaust turbine's shaft will somehow gear to the
e-shaft.  I don't get the linear-gear-tooth-speed problem (yet).  It
sounds like the flywheel gears are out of the question - why?

Questions:
1) Why not use a complete turbocharger for both purposes: induction
compressor AND e-shaft assist?

In this configuration, the turbo charger will work more like a
supercharger, since it will be geared to the engine's e-shaft.  Surging
- gone.  Overspin - gone.  We would have more room for error in choosing
ratios.  Better choices would result in better efficiency.

2) Can a single turbocharger provide an additional 20% torque?  Say, 40
HP?  That's a lot.  Multiple turbochargers would be less attractive due
to complexity.

3) What turbocharger RPMs are we talking about?

4) What other practical problems would we encounter?

--
Vince Orton

Flywheel gears are out of the question as the one foot ring gear is moving too fast
at 6000 engine RPM. About 19,000 feet per minute.

1. That is exactly what I had in mind. We need a fluid coupling between
gear stages to isolate  the torque fluctuations between the rotary and the turbo.
I envision that being built into the gear box.

2. I think so. Works for those cheap turbo prop engines the guys are making
out of run out GPU's. Those are merely overgrown turbo chargers with combustion
chambers. Problem with them is efficiency is low as a single centrifugal compressor
stage is only good for about 2.5:1 compression ratio.


3. Up to 120,000 RPM. 

4.TIT  


Paul Lamar
 
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