I just had a brilliant idea.

   Unbolt the DD15 turbo
   and blow down turbine and bolt it on a Mazda p-port 3 rotor of around 500
   HP.

   If you can do that and show a legitimate .39 BSFC on the dyno the world
   will beat a
   path to your door.

   Paul Lamar


  I know you can come up with a quick and dirty turbo compound Paul.  Don't
  quit on the idea.  Maybe this is it.

  Van

  I think so. It might not be perfect but it can be optimized after the
  principle is demonstrated.

  Paul Lamar


  Big truck junkyard. I can get a whole older engine for $5K. They sell
  removed parts too.

  Kevin Alderman

  The DD15 has only been around for 3 years or so.

  Paul Lamar
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Hi Paul

Hope you are doing well.


I found this detail and schematic of the DD15 Axial Power Turbine -
http://www.ddcsn.com/cps/rde/xbcr/ddcsn/413-09.pdf

Am I understanding correctly that in the DD15 setup - The exhaust gas first passes
through a traditional turbo setup before then passing through the axial power turbine
with its associated gearbox which ultimately finds it way somewhere back to the crank?

I take it the fundamental parameters of a diesel turbo, both turbine and compressor,
would be a long way from those of an 13B or 20B aircraft setup so making this section
of the DD15 unusable.
If we were after boost then we would swap this with a turbo such as Dave L and others
are developing some data points for.
With or without a turbo we would then feed the exhaust (post turbo) or direct (NA)
into the DD15 Axial Power Turbine.
Its gearbox has reduced its turbine RPM's down from perhaps 50K to 1.5K (~ 33:1)
through gears and then connected to the drive train through some very clever clutch
arrangement.
We would then use perhaps a belt to readjust the ratio back up and onto the front pulley.

Is the DD15 clutch etc a part of their gearbox (good news) or somewhere else in the
chain?
I wonder how well the axial power turbine will respond to the gas temps of the rotary?

Cheers

Steve Izett

Way to go Steve! Great info. Thanks for finding that pdf.

Exhaust gas is exhaust. As long as the mass flow is roughly the same as the 500 HP
DD15 diesel (and it is) the turbo charger does not care.
Long term the higher temp could become and issue but we only need to demonstrate the
advantages of the TC rotary. We will fix that later with better materials or cooling
the exhaust slightly. We only need to bring it down a few hundred F.

However you could replace the turbo charger with any turbo charger.
The power turbine and gear box alone are worth their weight in gold to us.
To engineer and manufacture these from scratch would cost tens of thousands.

Paul Lamar


-- 
The Rotary Engine News Letter. Powered by Linux.
ACRE NL web site. http://www.rotaryeng.net
You Tube key word PaulLamar2
Copyright 1998-2012 All world wide rights reserved.