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4Hp is what I was expecting to spend to get a 10% increase in pressure. That would give me between 15 and 20Hp.
Does anyone here work on Volkswagens? They have a fan to cool the engine that looks like the shape I need, but I'm clueless as to the dimensions. Here is what I'm talking about:
http://www.chircoestore.com/catalog/product_info.php?cPath=109_115_124&products_id=3295&osCsid=hclq20d2slrq1qh3eec132ii90
On 05/26/2011 07:25 PM, Bill Bradburry wrote:
It probably takes 3 or 4 HP to produce the air pressure and volume that is
required for a turbo/super charger. At 12 or even 24 volts that is a lot of
continuous amps!
When you want extra power, something is going to have to produce it and it
is not going to be free!
It seems to me that the most economical for a plane is a turbo. Most of the
power to run it is currently going to waste. Not all the power, just most
and maybe most at that. But they can be problematic in a car and much more
so in a plane.
I like Mark Steitle's solution much better. Get the power you need in a
more simple, less complicated manner.
Bill B
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Tracy
Sent: Thursday, May 26, 2011 2:23 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Blower design
Except that turbocharger compressors run at over 50,000 rpm. Easy answers
are hard to come by.
Tracy
Sent from my iPad
On May 26, 2011, at 2:17 PM, Roger Robertson<rrrob3572@sbcglobal.net>
wrote:
On 5/26/2011 1:02 PM, Roger Robertson wrote:
Probably the best solution is to hook a new high efficiency electric
motor to a large existing turbocharger in place of the exhaust system.
10-15,000 rpm is no problem. I have a friend in the electric business that
is working on just that concept for his Lancair - only problem is, he's
overloaded at work.
RRR
Charlie England wrote
On 5/26/2011 8:39 AM, Ernest Christley wrote:
Charlie England wrote:
Not to rain too much on the parade of ideas, but I'd be fearful that
anything except a properly engineered blower assembly will consume more
power than it will add to the engine's output. Much better minds than mine
say that one of the reasons small turbines are so inefficient is excessive
leakage past the perimeter of the blades, due to the ratio of the gap area
to the overall area of the turbine.
Charlie
That is the biggest hurdle to overcome. To overcome the problem the
shroud must fit VERY tightly. It's a much more complicated manufacturing
process, but a significant percentage of the blowers you will find have the
top-hat on the impeller blades. Effectively, they have a cast in shroud
with 0 clearance. That was the concept I was trying to tag onto with the
"thick cylinder with drilled holes" concept drawing.
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