Hi Paul,

For your information
http://www1.eere.energy.gov/vehiclesandfuels/pdfs/deer_2008/session5/deer08_vandyne.pdf
Woodward could be a company to contact for a turbocompounding solution.

Enjoy yourself in Australia.

Best Regards to Robin and you

Randolph

Randolph Toom
Managing Director
heat2power
7 Rue Adolphe Focillon
75014 Paris

Thanks Randolph.
We knew they were working on it but it now appears turbo charger
based turbo compound is closer to off-the-shelf. Woodward is an
old and very credible company.

I have a Woodward governor controlling the prop pitch in my Cessna 182.

Thanks to Ed Vandyne and Woodard for doing it.


Ed, Please try this on a Mazda RX8 rotary engine. You will be amazed.

http://www.rotaryeng.net/turbo-compound.html

Paul Lamar

Randolph,

Thanks for such enthusiasm for my technology.  We are
about to spin out of Woodward with this technology.
Please check out our new web site: www.VanDyneSuperTurbo.com

Best Regards,

Ed VanDyne
President and Chief Technology Officer
VanDyne SuperTurbo, Inc.
Ed@VanDyneSuperTurbo.com

Senior Principal Engineer
Woodward Governor Company
SuperTurbocharger Group
970-407-0005 Office
970-215-4584 Cell
Conf.Call in US: 866-779-0774
International:  1-334-309-0263
Access Code: *2824724*


BTW Ed,

One of my articles on turbo compound aircraft engines is coming out
in the August issue of Kit Planes magazine any day now. Should be in
the book stores and super markets within two weeks. As I am sure
you are well aware the home built or experimental aircraft engine market
does not require certified engines. This may be the quickest route to
cash flow, and PR for that matter, for your turbo compound product.

Also if you are interested we have a non turbo charged Mazda rotary powered
aircraft in Falcon CO. Let me know if you would like to see it.

Paul Lamar

--

Paul,

We discussed this mid section gearbox about five years ago and ruled it
out because of complexity, weight and gear line speeds.  The use of oil
as a power transfer medium is good and I can see where Ed's experience
of making governors came into play.  In short, the system is well
matched for a slow rpm diesel, with large slow moving turbine, large
torque transfers and need for boost at low rpms to eliminate unburnt
fuels.   Well done.

Darn!!! Our rotary airplane needs are different and we can't plug and
play with this unit.   High e-shaft rpms of 5500- 6000 cruise, verses
1200 to 1500 diesel.  Low torque transfers verses high for diesel.  High
turbo rpms  of 85K which would mean excessive gear line speeds and
excessive frictional losses if we tried to transfer power hydraulically
through a pump to hydraulic motor.

Actually our preferred method of
power transfer, a  traction drive  does transfer power with oil but only
momentarily through a phase change manner.  Yes, maximum torque transfer
is lower than gears but adequate  at our rpms. The unit you designed
would be good to transfer about 100hp.  The unit I have only about 70Hp
max though after good test result I would upgrade to a larger unit to
enhance reliability.

Finally the  traction drive accomplishes its
dramatic step down   9.7:1  ratio in a small compact package. With, only
one counter weight mounted multi-v pulley and another smaller one on the
traction drive output we can easily get within hailing distance of
e-shaft speed.  The best design point however is that the system can be
disabled and the engine keeps purring along  only wasting exhaust energy
potential.

Doug in Japan.