They call it an electric turbocharger

The problem with large capacitors, any capacitor, is that they dump all of their
energy at once *NOW*...likewise absorption or charge...they take it ALL NOW

For a stereo amp, it is exactly what you want/need

For an automotive motor, you want to control the rate of discharge (giving it
to the motor) and the rate it charges (takes it in)

Turn it on a motor and it will +100% throttle (that + is dependent on the motor
rated voltage vs what the capacitor battery can provide). That + means
that if the voltage provided is more than the motor is rated for, it
WILL go faster and have more power than it is rated for...but the duty
cycle will then drop off a cliff...

To regenerate...it want is ALL NOW and will skid the tires

The controllers for capacitor batteries is one tough controller to design and
most likely EXPENSIVE

The key is the ability to very, very quickly turn on/off and vary the voltage
going out/in at very high current levels ***SMOOOOOTHLY***

Turtle, thanks...guess the laws of physics hasn't changed... :B

I would be looking for an air cleaner kit to bolt onto my 5.4 F150.
Maybe combined with a chip for engine safety.

Don't always need extra power but a nice boost at altitude would be nice when power is dropping off from thin air.

This concept has been around as long as I can remember. The difference today is, we have the battery tech to run a smaller electric motor capable of speeds required to make this whole thing work.

That said, turbos have come a long way as well. "Turbo Lag" is nearly non-existent in the latest turbo motors. What's left to gain? I'm not sure.

buddyIam wrote:
Power wise it does seem to be a big step.

But combine it with a fairly good size battery pack and some capacitors. Maybe some regenerative braking. Not just for in town but downhill braking.

Do you think it makes some sense for things such as a decent size gas motorhome where space is in small supply in the engine compartment?

The battery in a Prius is less than the size and weight of the two batteries in a diesel pickup. Easily enough to run a blower and could negate the need for a starter and alternator if the torque converter were to incorporate a motor/generator. The 12v battery could be a small motorcycle size battery like the Prius uses to run it's computers and 12v accessories. The motor/generator could also be an assist to the engine for better fuel mileage.

Power wise it does seem to be a big step.

But combine it with a fairly good size battery pack and some capacitors. Maybe some regenerative braking. Not just for in town but downhill braking.

Do you think it makes some sense for things such as a decent size gas motorhome where space is in small supply in the engine compartment?

Sounds like a great idea....amazing it's taken this long for it to come out...although I will admit, until I read this article, electric turbocharging never occurred to me.

For being not up to date, you're pretty up to date Ben! :B

About the only nit I can pick is this: The word "supercharger" is all inclusive. IOW's, it's just an air pump to pump air into an engine. The mode of drive is not listed. Could be exhaust, could be gilmer belt, could be V belt, could be chain or could be direct drive or any other drive man can think up.

A turbocharger or turbo is more specific. It's gas driven. A supercharger might be a turbocharger, (gas driven) but supercharger that is mechanically linked to the engine (even with electricity) should not be called a turbocharger. :h

In any event an electric supercharger has two BIG problems.

#1. Duty cycle. As was pointed out above the energy has to come from somewhere and in this case the last link is the battery. Batteries just don't hold that much power. So if you want a little boost in power for a few seconds at a time it would work. If you want one in a tow vehicle, you're going to have BIG problems.

#2. Power. It takes HUGE amounts of power to compress air in an engine. And I do mean HUGE. 10's of HP to well over 100 HP at low street boost levels. Ever see what a 100 HP electric motor looks like in size or what it weighs or how many amps it sucks up? :E That's why battery powered drag cars have HUGE battery packs and can only make one run on a charge. They just can't hold that much energy.

If one is going to try and compress air with a non positive displacement pump (centrifugal pump) you're going to have to spin that sucker really, really, really fast; and that takes, lots and lots and lots of energy. Not to mention the fact that you will lose even more energy going from one type of energy (belt drive pump) to an electric pump.

Controllers for capacitor batteries are still down in the mud, current wise

That will be the biggie for hybrids and 100% electrics

Ben

capacitors

It's been a while since I've dealt with forced induction. Turtle should have
more current info, but IIRC :

Turbo = Centrifugal Turbine. Typically spins in the 60,000 to over 150,000 RPM range.
NOT positive displacement.

Supercharger = Typically Screw, Gear, etc type. Positive displacement. Generally
spins in the 10,000-15,000 RPM range. With centrifugal turbine superchargers
spinning around 30,000 to 40,000 range


The general terminology reference between them is that one is driven off the
ICE's crank shaft via a pulley system. This is a 'supercharger'

The other is driven by the ICE's exhaust gases and is the 'turbo'



There are 'centrifugal turbine' superchargers driven by pulleys

What with the new/better sciences (Engineering, Material, Production) hope
they can spin even faster today


Back to this electric centrifugal 'supercharger'. A 12 VDC electric
motor spinning a turbine up to +30,000 RPMs in the time that article
states...would take some HUGE 12 VDC power from somewhere. The
alternator most likely can NOT supply it in that quick of time. A
battery is the only storage thing that I can think of.

Was still in college when read about, IIRC, Paxton (?) coming out with an electrical
turbo. Never heard of it again...till now, but with a different name...