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Technology Stocks : Turbodyne Technologies Inc. (TRBDF) -- Ignore unavailable to you. Want to Upgrade?

To: Far Side who wrote (2940)	3/5/1999 12:07:00 AM
From: Nathan Hansen	Respond to of 3458

Thanks for the synopsis, Jim. Interesting read.

To: Far Side who wrote (2940)	3/5/1999 1:27:00 AM
From: current trend	Respond to of 3458

Excellent, the most informative posting of all this year! CT

To: Far Side who wrote (2940)	3/5/1999 10:01:00 AM
From: Jack Russell	Respond to of 3458

Jim, Thanks for the great post and your diligence it is appreciated. I especially liked the part about the Dynacharger already integrated on a VW 1.9 Litre. Thanks Again, ST

To: Far Side who wrote (2940)	3/5/1999 1:54:00 PM
From: geert	Read Replies (1) \| Respond to of 3458

Som info from SAE about the Dynacharger. Turbodyne's Dynacharger consists: 1. an electronically controlled ultra high speed electric motor / generator mounted between and coaxial with the turbine and the compressor of an conventional turbocharger. 2. An electronic power and speed control system The Dynacharger is custom sized to match specific OEM engines, and is designed to meet the different OEM power, torque, cold start, and emissions requirements. Electrically, the operation of the Dynacharger will alternate between Motor Mode and Generator Mode. In Motor Mode, the Dynacharger provides the required boost, pressure for a cold start, and the required boost pressure for low speed engine acceleration. The electric motor is designed to compensate for the lack of exhaust gas energy - used to power a turbocharger - in this area of engine operation. In this mode, the Dynacharger will also produce a quick growth in engine power, thereby providing a significantly faster transient response. Additionally, at low engine operating loads, the Dynacharger can be used to supply extremely high EGR rates, while maintaining a proper air fuel ratio for a clean efficient burn. In Generator Mode, the Dynacharger will utilize the otherwise wasted surplus exhaust gas energy by using the turbine do drive the rotor. At full engine power, the generator can be used to slow the turbine down, and in many cases alleviates the need for a waste gate. This mode is also used to optimize the air fuel ratio in Diesel and DI spark ignition engines at partial engine loads - highway driving speeds - . Potential Benefits Eliminates Turbolag Improves Overall Performance Torque and Power Improves Driveability – Acceleration Lower Emissions and Opacity Optimize Air / Fuel Ratio Improve Specific Fuel Consumtion Better Turbo Matching Solves Cold Start The graph below illustrates the potential power increase for a 2 liter class Diesel engine at 1000 rpm full load as a function of Dynacharger shaft power. Note that 1 kW of electric power applied to the Dynacharger shaft potentially results in 4 kW increase in engine power. Furthermore, since the Dynacharger is not subject to turbolag, a larger turbine wheel can be used, which reduces shaft rpm and improves turbine efficiency. The Dynacharger has the potential to offer great improvements in cold starting for both Diesel and spark ignition engines. In diesel engines, it could eliminate the need for a glow plugs, the need for the excess full used piston ring sealing, the need for higher, less fuel efficient compression ratios, and the nccd for early inlet valve closure. In a spark ignition engine, it could reduce the need for fuel enrichment associated with a cold start. The Dynacharger is designed to accomplish this by storing hot pressurized air for start up. Prior to engine cranking, the Dynacharger circulates a volume of air equivalent to 10 compression cycles at high velocity, low boost pressure for a period of less than 1 second. During this time the Dynacharger heats the intake air to over 100 °C and heats the intake components as well.