The supercharger draws in ambient air and compresses it, creating positive manifold pressure. Unlike a turbocharger, a supercharger uses energy directly from the engine to increase the total engine output. The pressure that a supercharger creates is relative to engine speed - as long as the engine is spinning, the supercharger is compressing air. This pressure increases with engine speed, but peaks well before the engine reaches redline for most street superchargers, peak pressure is reached shortly off idle.
A superchargers characteristics tend to be less about geometry and more about displacement. Getting more pressure boost from a supercharger can be as simple as changing the size of the drive pulley so that it spins either faster or slower relative to engine speed.
Instant boost - no lag since system operates relative to engine speed. A supercharger will create positive pressure directly off -idle.
Turbo lag - manifold pressure is dependent on engine load, not engine speed, and turbochargers are much slower in creating boost off-idle than superchargers. By playing on the advantages of both a turbochargers and a supercharger, a system can be created that provides instant throttle response and higher boost in low-load, low engine speed situations while meeting the airflow demands of an engine under heavy load.
This process of utilizing both a supercharger and a turbocharger is called twincharging. In a typical twincharged diesel, the supercharger outlet feeds into the turbocharger compressor inlet. Air is therefore drawn in through the supercharger, compressed, and then further compressed by the turbocharger. What are your inputs. Can it be done or its not possible due to some technical reason.
If the design of super charger takes power from engine, then it will put a load on the engine, thus reducing the efficiency. Turbocharging is a type of supercharging which utilise enery of escaping exhaust gases, thereby a more efficient method. You are right turbo lag is there at lower RPM's as turbine needs minimum input velocity to run compressor efficiently. But this can be corrected by an optimised design solution, the modern diesels are getting lighter with advancement in material technology, thus helping in reducing inertia of moving parts so that engine can use higher rpm's allowing turbo to work properly.
I have used modern Volkswagen Golf 5, with 1. Our indian vehicles are getting turbo's as add on parts on older tech engines which were designed to run at low RPM's at idle, owing to heavy parts causing inertia problem.
But an enigne design keeping in mind with turbo technology reduces Lag to unoticable range. Superchargers run off engine power. The turbocharger is more efficient as it uses exhaust gases to provide the boost. The supercharger since it's generally driven by a belt or pulley will have better throttle response intantaneously since it's using the engine power. We have them on some oil rigs for generators. V12's and their pistons are about 8 inches in diameter! A very old supercharged two stroke deisel was the rather odd Commer TS3, which was the only true boxer engine I have ever come across, 3 cylinders, 6 pistons!
The con rods were attached to a large rocker to another con rod, and then onto a common crank. Very odd set up, but very powerful. GavinPearson 5, posts months. Turbochargers are powered by energy that would otherwise be wasted so they are providing power for free. Given that diesels are there to save fuel it makes sense to not waste it by powering a supercharger and let the energy of exhaust gas go down the pipe without driving anything.
It is certainly a feasible project to build a supercharged diesel, response off the line would be stunning. Slightly off thread, and wayyyyyy too big for cars, but what about Napier's Deltic for a supercharged two stroke diesel?? Three cranks, 18 cylinders, opposed pistons Mazda make one on the , it's not very fast though compared to a Tdi.
FourWheelDrift 83, posts months. Some of the present-day superchargers are discussed, including the Roots, vane, centrifugal, and exhaust turbo-type blowers, and the advantages and disadvantages of each are given. Before closing his paper, Mr.
Knudsen emphasizes the need for more compact and efficient accessories. Subscribers can view annotate, and download all of SAE's content.
0コメント