WOW! "Pressure Wave Supercharger" Combo Belt/Exhaust drive
#1
03-06-2003, 08:47 PM
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#5
03-07-2003, 02:44 PM
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The pressure-wave supercharger
A pressure-wave supercharger is a charger for the engine which compresses the combustion air. Supercharging increases the power output with the same engine dimensions and engine speeds whilst reducing fuel consumption as the engine is able to work in more favourable ranges. In the past, the pressure-wave supercharger was developed to its present state in particular by the Swiss company COMPREX. In the case of the WENKO drive a pressure-wave supercharger charges the engine up to 2.6 bar in absolute terms.
The principle of supercharging (simplified):
With pressure-wave supercharging pulsating hot exhaust gases and fresh air are combined in the supercharger. The exhaust gas pressure waves compress the fresh air and force it into the combustion chambers. These processes are controlled by the central component of the pressure-wave supercharger, the cylindrical cell rotor. The speed of the latter is synchronised with the engine speed via a V-belt.
The cells in the cell rotor alternately open and close the exhaust gas and fresh air apertures, each located on one side of the housing. When the aperture on the exhaust gas side is reached as a result of the rotary movement, pressurised exhaust gas flows into the cell and compresses the fresh air there. Meanwhile the cell rotor continues turning and the cell described reaches the aperture on the fresh-air inlet side (to the engine). The fresh air, now highly compressed, flows into the engine's inlet tract. Before the exhaust gas can now flow in as well, the aperture is closed again as a result of the cell rotor turning and the exhaust gas column is reflected ("runs up against a wall"). It flows back to the exhaust gas side of the housing and leaves the cell through the aperture (to the outside), which has now become free again as a result of the rotary motion. The exhaust gas column leaves the cell on the exhaust gas side at very high speed, thereby creating negative pressure "behind it". This means that fresh air can be sucked into the cell via an aperture now becoming free on the fresh air side. From this point onwards the process is repeated cyclically.
The exchange of energy in the pressure-wave supercharger occurs at sound velocity, which results in a practically instant response even at low engine speeds.
Although there are various different processes for compressing intake air (turbocharger, mechanical "G supercharger", pressure-wave supercharger, i.a.), the pressure-wave supercharger is the preferred system because it combines the advantages of mechanical and exhaust gas turbocharging. In contrast to the turbocharger, the pressure-wave supercharger effectively increases the engine torque even in the engine's lower speed range. It does not have the infamous "turbo hole". In any case, the turbo is currently mainly installed on large-capacity engines. Although it increases their power output into even more ridiculous speed ranges, it does not improve efficiency in the "lower", range needed in practice - on the contrary, in order to avoid knocking in the turbocharged range the compression ratio is reduced, which worsens the efficiency over the entire operating range.
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Sounds like a centrifugal supercharger, no?
A pressure-wave supercharger is a charger for the engine which compresses the combustion air. Supercharging increases the power output with the same engine dimensions and engine speeds whilst reducing fuel consumption as the engine is able to work in more favourable ranges. In the past, the pressure-wave supercharger was developed to its present state in particular by the Swiss company COMPREX. In the case of the WENKO drive a pressure-wave supercharger charges the engine up to 2.6 bar in absolute terms.
The principle of supercharging (simplified):
With pressure-wave supercharging pulsating hot exhaust gases and fresh air are combined in the supercharger. The exhaust gas pressure waves compress the fresh air and force it into the combustion chambers. These processes are controlled by the central component of the pressure-wave supercharger, the cylindrical cell rotor. The speed of the latter is synchronised with the engine speed via a V-belt.
The cells in the cell rotor alternately open and close the exhaust gas and fresh air apertures, each located on one side of the housing. When the aperture on the exhaust gas side is reached as a result of the rotary movement, pressurised exhaust gas flows into the cell and compresses the fresh air there. Meanwhile the cell rotor continues turning and the cell described reaches the aperture on the fresh-air inlet side (to the engine). The fresh air, now highly compressed, flows into the engine's inlet tract. Before the exhaust gas can now flow in as well, the aperture is closed again as a result of the cell rotor turning and the exhaust gas column is reflected ("runs up against a wall"). It flows back to the exhaust gas side of the housing and leaves the cell through the aperture (to the outside), which has now become free again as a result of the rotary motion. The exhaust gas column leaves the cell on the exhaust gas side at very high speed, thereby creating negative pressure "behind it". This means that fresh air can be sucked into the cell via an aperture now becoming free on the fresh air side. From this point onwards the process is repeated cyclically.
The exchange of energy in the pressure-wave supercharger occurs at sound velocity, which results in a practically instant response even at low engine speeds.
Although there are various different processes for compressing intake air (turbocharger, mechanical "G supercharger", pressure-wave supercharger, i.a.), the pressure-wave supercharger is the preferred system because it combines the advantages of mechanical and exhaust gas turbocharging. In contrast to the turbocharger, the pressure-wave supercharger effectively increases the engine torque even in the engine's lower speed range. It does not have the infamous "turbo hole". In any case, the turbo is currently mainly installed on large-capacity engines. Although it increases their power output into even more ridiculous speed ranges, it does not improve efficiency in the "lower", range needed in practice - on the contrary, in order to avoid knocking in the turbocharged range the compression ratio is reduced, which worsens the efficiency over the entire operating range.
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Sounds like a centrifugal supercharger, no?
#6
03-07-2003, 10:20 PM
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Yeah (finally found it) the thing from Caterpillar.
Check link below.
http://www.yet2.com/app/insight/techofweek/9609
Check link below.
http://www.yet2.com/app/insight/techofweek/9609
... a new supercharger developed by Caterpillar that uses a pressure wave to drive and compress air into the combustion chamber. The patented COMPREX Pressure Wave Supercharger is an exceptionally simple device that provides compressed intake air without the delay of a turbocharger or the blower of a conventional supercharger. COMPREX consists of a simple rotor with axially arranged cells, separate gas and air casings, a mantle and a bearing unit. Exhaust gas flows through the gas casing into the rotor. The quick opening of the rotor cells toward the high energy exhaust gas creates a sonic pressure wave that compresses the fresh intake air. This allows engine response to be vastly improved even at lower engine speeds. The vehicle can now be driven in higher gears and at lower engine speeds with excellent acceleration.
#7
03-07-2003, 10:28 PM
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It's a centrifugal supercharger, but not like anything else. Either super or turbo spins a disk with blades that suck and blow air. Its either belt driver or exhaust driven. Others like eatons, are still mechanical air movers. Brining it in faster than the engine eats it producing boost in manifold. This is different
Picture long rows on a cylinder kinda like the eaton roters. It spins opening a spot for intake and has ambiant pressure, then closes. next open port to higo preasure exhaust. it preasureizes the fresh air. At the same time open the fresh air side to the manifold and exhaust pushes the fresh in (boost) and closes before ehaust enters intake. next open to release preasured exhaust. ready to do this again.
My description is about on par with my understanding. I'd love to see one of these in person.
Picture long rows on a cylinder kinda like the eaton roters. It spins opening a spot for intake and has ambiant pressure, then closes. next open port to higo preasure exhaust. it preasureizes the fresh air. At the same time open the fresh air side to the manifold and exhaust pushes the fresh in (boost) and closes before ehaust enters intake. next open to release preasured exhaust. ready to do this again.
My description is about on par with my understanding. I'd love to see one of these in person.