Paul,

 Very nice prototype. I would like be informed as you go to test trials. Your
 drawings show this connected to the primary turbo supercharger on the
 intake. This would limit the natural altitude compensating ability of a free
 turbine, is that your intent?

 Tom

Good question/point.

The turbine would generate more power due to
the reduction in back pressure and the compressor would want to speed up
so the cruise RPM and altitude would be a point design. The R3350TC got around
that by using a two speed supercharger.  Perhaps higher altitudes,
higher cruise RPMs are in order. One might optimize the system for
one altitude say 12K and one cruise RPM say 6000 for the rotary.
Of course the response would be rather broad so you would get
some effect at 10,000 and 14,000 feet.

We use a one way clutch in the turbo compound gear box
so if the engine were making more RPM than the output RPM of the
geared down turbo compound gear box there would be no connection.
The turbo charger RPM would accelerate until it locked up with
the engine. No exhaust waste gate would be required as the engine
would limit the turbo charger catastrophic failure RPM.

Perhaps separating the power turbine from the turbo charger turbine
would alleviate that like this DD15 configuration. This is definitely
better for an automotive (car or truck) engine where you need torque through
out the RPM band. It is less efficient as some heat is lost in the
plumbing. Another way is use a turbo charger with a variable
exhaust gas nozzle as Porsche is using now.

Paul Lamar

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