Okay, so when an executive from Eaton, one of the world’s largest manufacturers of superchargers, says that the engines of the near future will benefit greatly from the addition of a huffer, it’s only natural that you’d take such a statement with more than a few grains of salt.
Nevertheless, disregarding the obvious commercial interest they have in promoting their product, Eaton certainly isn’t wrong. As the drive for greater fuel economy and the rapid downsizing of engines has led automakers to either turbo or supercharge their eco-friendly motors, it’s third-party forced-induction specialists like Eaton that’ll be reaping the benefits over the next few years.
While superchargers may not be quite as capable or efficient as turbochargers in producing sheer, unadulterated power, their ability to create boost right off idle makes them a sensible choice for increasing torque in small-displacement engines. Unfortunately, superchargers also require a direct connection to the engine’s crankshaft and effectively rob the motor of a small amount of power in order to produce a little more twist. Adding to the supercharger’s list of cons is the limited efficiency range for each compressor type, meaning a supercharger that works well at low engine speeds may just be thrashing away at higher rpms, wasting energy and heating up the intake air.
Eaton thinks it’s got a solution though, and it comes in their next generation of superchargers. Termed a variable speed supercharger, the technology works by having a small gearbox (much like a CVT) attached to the input shaft of the ‘charger. This then allows the blower to be driven at its own compressor-specific ideal speed for when peak power is required, or underdriven when only light throttle is called for. A novel idea, but let’s hope Eaton’s technology won’t be restricted to econoboxes alone…
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I’ve heard Garret are working on a “driven” turbocharger. at low speeds when ordinarily a turbo hasn’t spooled up it is belt driven via a shaft & when their is enough exhaust pressure the shaft is disconnected. best of both worlds really.
& The Golf 1.4 twincharger kind of proves its feasable. Until you stack it against a 1.6 turbo mini/peugot which manage better economy without the added complexity.
I’ve thought about CVT’ing a supercharger for years, to keep it in its efficiency band. I can’t believe its taken Eaton this long to catch up.
Given turbocharger technology, however, its still a better option. Turbochargers are more efficient, and modern turbos will spool up from very low RPM.
Hi, I have a TRD Hilux with Eaton M90, can i boost the charger up by changing the front pully.
[quote=xorbe;178655]When I say CVT, I am not referring to the vehicle’s transmission. I mean that the input spindle into the supercharger has a continuously variable ratio. Hence, “CVT supercharger”. But, I don’t know how it could be mechanically designed to fit in a small space and be reliable.[/quote]
I’ll go you one better..
How about a DFI engine that runs in standard Otto mode, transitions into Atkinson cycle mode with low to moderate engine loading and then into Miller cycle mode for high levels of engine loading.
Low displacement Otto/Atkinson cycle engine with absolutely STELLAR FE for simply cruising along at a relatively constant speed but performs like a HUGE V8 when you put your foot “down”.
All with modern day off-the-shelf, already in daily use, technology.
What is needed:
A. A positive displacement SuperCharger engine/electric combination differential drive using the Toyota HSD e/CVT technique.
B. A variable intake valve closing delay system and control, say using “extended” VVT-i as is used in the newest Prius and the 2010 RX450h to transition between Otto engine mode with low engine loading and into Atkinson cycle mode for moderate to high engine loads/loading.
Base/static/native engine compression ratio would be ~15-16:1. With low engine loading, partial A/F cylinder charge, that would remain the effective CR. As engine loading rises that CR would undoubtedly result in detonation so the VVT-i would be used to delay intake valve closing, thereby (incrementally..??) lowering the CR as the cylinder charge rises.
At FULL engine loading, say equivalent to WOT(***), VVT-i would reduce the effective, before BOOST, CR to ~10:1. Boost, intercooled boost, would, of course, raise the effective CR back up to ~15-16:1.
All the while the power stroke expansion ratio would remain 15-16:1
Would we call that an Otto/Atkinson/Miller/West cycle engine…??
*** No actual throttle plate required, the variable speed positive displacement SC would provide the throttling function.