> > Is this for turbocompound energy calculation? Seems like there's
 > > going to be a fair amount of frictional and cooling loss in
 > the long
 > > tailpipe and automotive muffler - loss which a turbocompound
 > shouldn't > have to suffer. I guess as a worst case method of
 > estimation is would
 > > still be interesting.
 > >
 > >
 > > Matt-
 > >
 > > True Matt
 > > --
 > > Paul Lamar ...No rotor no motor.
 >
 >
 > Sorry I wish to know the kinetic energy at the engine exit not
 > at the
 > end of the tail pipe (remove the tail pipe all together. Just
 > as it
 > exit the engine to enter the turbo for a better visual explanation.
 >
 > Marc J.
 >
 > So do we all :) The problem is: it is harder to measure as the exhaust
 > gas temperature is 1600 to 1700 F so it is quite difficult and
 > expensive to install
 > a turbine connected to a dynamometer. What has been done in the
 > past is to install a complete turbo compound system and measure
 > the HP of the engine with and without the turbo compound functioning.
 >
 > You might be interested in this old data measured back during
 > World War II.
 > This engine had exhaust valves of course.
 > --
 > Paul Lamar ...No rotor no motor.

Thanks Paul,

We will have to wait for a ceramic turbine or does one exist already?.
With that and a dynamometer the right kinetic energy level (without
exhaust valves :)) could be mesured.

Marc J.


I don't think a ceramic turbine is necessary.
I think an off the shelf Inconel turbine would work. Many
turbo chargers have Inconel turbines.

One would need to monitor the turbine inlet temperature to make sure
it or
the turbine RPM did not exceed certain limits. In a modern car of course
that would be done by the engine computer.

Paul Lamar

When I was at Howmett testing Inconel and other NiCo alloys, it was
always at 1800 F.

-dave

Paul,
I've been watching this thread and the turbine configuration shown used with
that radial would probably work well with a rotary just as it is.  What rpm
is it optimized for?  With a helicopter or stationary engine application,
you wouldn't need the complication of variable vanes.

Steve Brazil

I am not sure what RPM that is. I might be able to find out if I re read
the R3350TC SAE paper. If I get a chance I might do that.