Okay, It is my novel idea..so bear with me for few minutes...

What is a SuperCharger?
1) A mechanical device that compresses air and presurize the combustion chambers by 3-5 PSI (Low Boost) or 15+PSI (High Boost)
2) By design the SC is all-time-ON... That means at any rpm above the minimun spooling rpms the The SC is ON....

Now, this is a new variant to the "Acceleration-Assited" devices (e.g., Nitrous Oxide, and Electric-SuperCharger...)


New Idea:
Let us have the following system:
1) A Belt-Driven Air Compressor (Say a 5 HP, High Flow, Air Pump)
2) A Bad ass and "Safe" Compressed Air tank behind the rear seats or implanted safely in the car.
3) Under normal driving conditions (non-WOT), the belt driven air-compressor would continously compress air into the tank up to the maximun allowed pressure. When said maximun air tank pressure is reached the the air compressor would idle.
4) A computer controlled Air-Valve that presurize the combustion chambers to a constant 3-5 PSI under WOT. Otherwise, the engine is NA as usual.

End result you get your "Compressed Air Accleration-Assited Superchager" CAASC system.

Why in the world no one designed such SuperCharger? It's simple and should work... It should be safe too....

 

how would blow back be prevented, the cylinders would have to be pressurized after the valves were closed.

If you can figure that out i think you have a winner

 

Not sure what do you mean, please elaborate...

But here is how I think the how to keep a constant pressure inside the comubstion chambers: The air tank computer controled valve would release compressed air to air intake... the blow off would bleed any excess above the target PSI... and more air would be released to maintain a constant target PSI

 

Nashua,

Its a novel idea... the problems would be:

a) weight of the system .. compressed air tanks and air arent light.. cancelling gains

b) size.. at 300cfm think how big the tank would have to be to give you a 1/4 mile run. Plus calculate the additional volume needed to run the piping back and forth from the tank to the intake becuase the entire run would need to maintain pressure unless you want some goofy inverted boost creep.

c) belt driven air compressor = basically a centrifugal s.c. blower

Im not knocking your idea.... its just an impractical one the way you spec'd it. However Ford and I beleive chrysler both have concept vehicles and Ford I think is incorporating a smaller system similar to this in an upcoming vehicle (Mustang?) utilizing a small tank underhood for a passing gear/0-60 HP boost for about 10-20 secs.

 

The ford system you speak of uses the factory A/C system to somehow super chill the incoming air to provide added HP for a few seconds. Someone here posted all the details. I belive this technology will be used on the new Lightning.

 

Yup your 100% right... had a brain fart this morning... 1000 apologies governor

 

In NOS or other 'acceleration-assisted' systems... the air-flow required for the motor comes from the good 'ol atmosphere. For a compressed system to work... it has to supply ALL the air or else it will leak out. A tank even three times the size of a 10lb NOS bottle won't be able to sustain 5-6psi at the flow-rate required for a 3.2L V for much time at all.

Imaging you have a nozzle for the air-tank... you open it a bit and it will come out slowly at 5psi... imagine the nozzle is the size of the throttle-body... how quickly would it all leak out? I think Boyle's Law or Charles' Law approaches this issue.

 

PvNrt LMAO and its not an anagram for pervert... ideal gas laws

 

Does PV = nRT solve relative pressure/volume problems? I thought it associates pressure/volume to mole-weight, temperature and the fancy R constant

 

By the way...I saw some dude with PVnRT on his license plate!!

 

For example ...this guy ...http://www.mytoolstore.com/rolair/bd5.html




has the following specs:

Cylinders: Two
Displacement C.F.M.: 23.1
Free Air @ 100 PSI: 17.9 C.F.M.
Tank Capacity: 9 Gallons (Twin 4.5 Tanks)
Size (L x W x H): 44" x 27" x 34"
Shipping Weight: 320 Lbs.

Let us see, 18 CFM at 100 PSI is 450 CFM at 4 PSI...
Now Capacity is 9 Gallons @ 100 PSI or some 225 Gallons @ 4 PSI

now 225 Gal at 4 PSI is good for 30 Cubic Feet of Air which would last like 10s... so it seems we need bigger tank or higher PSI tanks..a 30 Gals @ 100 PSI or say 10 Gals @ 300 PSI...

Whatever is chosen the Air Presuure Regulator is critical...

 

Well Ill be a monkeys uncle... somebody remembered his high school chem class and with the beauty of mathamatics and algebra we can make anything equal anything .. besides I always wanted to know the temp in kelvin of 14psi in a J32A2 mole mass etc etc etc LMAO

 

Good idea, but the only problem is, why not just get a supercharger? The technology is already out there, and it weighs much less, and takes up less space, then a tank.

Just my .02.

 

BTW, I used to do Scuba diving.. Scuba tanks holds at leats 300 PSI easy... so can keep the volume small by using hi-pressure tanks... One thing the above compressor would keep compressing at 23 CFM while the output say is some 500 CFM... it is 20 to 1 ratio so if it's more like a transiant system

 

Nashua ... Let it go man... its a cool idea ... but its an impractical one sice SUPERCHARGERS and TURBOS do exist and are smaller, lighter, easier to implement and more efficient

Now if you wanted to talk about the peltier coolers for the intake manifold or for and IC that I would find a neat topic to toss around a bit

 

Ok Cool... have you seen cylindrical peltier coolers? or Only Square ones?

 

Personally, Ive only seen square. But it would be interesting to think about what effects could be attained by buiding an effective supercooling mechanism into/onto the intake manifold or better yet the heads The downsides of using peltier would be the hot side of the peltier and effectively removing that heat

 

Good gravy am I a non-technically-gifted individual!

 

 

here a 4500 psi tank, 68 cubic inches.

 

You do not need all of that weight.. you need to rip it off... and get what you need.

 

The compressor LMAO thats all you'd want ... LMAO

 

is that a paintball tank?

 

Man, just stfu. You sound like a moron. Your idea doesn't even make engineering sense. You should worry more about your education.

 

Topgaytrader at his best...

 

fuck you man, yes it does make engineering sense, it can be done, and if designed right, would work just as well as a supercharger, but it just would be too cumbersome and costly

 

You are basically cutting around the idea of energy utilization. You can store energy in pneumatic, hydraulic, electrical, mechanical (flywheels), and other forms.

If you were really insistent on using pneumatics as a “storage” mechanism, it would probably be more efficient to use the stored gas to drive an impeller. The volume required to supply approximately 300 CFM would quickly be exhausted.

To give you an idea of past inventions:

There was a guy – about 20-years ago -- who used the waste heat during normal engine operation to heat gas. This heated gas was stored during normal cruise and idling. When the car was ready for a “hot shoe” take-off, a pneumatic motor was driven by this compressed gas (potential energy converted to kinetic energy). The pneumatic motor was connected to the ring gear on the flywheel and nothing ever became of the device. The car would lay a patch of rubber about 200 feet long! There is some advantage to using freon which can benefit from a change in state. There is a lot of energy to be had from a phase change from liquid-to-gas and back.

RE: Cooling, etc:

You could even use the compressed gas to run a Hilsch Vortex Tube. Here is the link:

http://www.southstreet.freeserve.co....l/rhvtinfo.htm

“This is a counter-flow vortex tube.
Compressed gas is fed in through the tangential inlet nozzles (marked flow inlets in the diagram).
The gas spirals down the tube, producing two distinct flows. To the right of the diagram, a hot flow leaves the tube. To the left the flow is cooler than the gas at the inlet.
The relative amounts of hot and cool gas may be varied by adjusting the valve in and out. “




It would certainly be possible to dump cold air into the intake.

It is also possible to design a “chiller” system that insulated the intake from the air cleaner to the intake ports with a cooled layer (i.e. – a layer between the hot engine and cold air with chilled water or other agent to keep heat AWAY from the incoming intake air). IMO, some of the thermodynamic conservation issues can be dealt with by using a system that relies on “part-time” operation (pulsed energy technology). For example, if a car could convert the waste heat energy of braking and idling into a potential energy source, it would be possible to:

1. Add cool air into the intake
2. Drive an impellor with the stored energy (for boost).
3. Use #1 to help cool the intake charge temperature that would normally be increased from compression.
4. Use any additional cooling resources (chilled water) to cool the “air intake tract” to prevent engine heat from reducing 02 concentration (higher density).


All of these systems and designs can be abstracted into different forms and the form of energy. If you think about it, waste energy can be stored in a variety of forms…

Further example: Why not build some pneumatic pumps as brake assist devices? When stopping, the pneumatic pumps would be engaged and used to send the compressed gas for storage. This is similar to using electric motors for regenerative braking. They both perform the same function – they store energy that would otherwise be wasted.