lighter power inverter Car Modding, Car Tuning and the Science of Horsepower - Electric Superchargers

by:KEBO      2019-10-22
I 've been lurking on the auto forum for long enough to see this topic appear several times.Someone will ask about a product they found online labeled "electric supercar" or "electric supercharger" and ask if there is any feedback on the product.At that time, other members of the forum will also be involved.This is done in one of three ways.Either they will quote previous scams (many of them) and they will say it is impossible to do it and you are a fool (thus humiliating the original poster to change his point of view) or they will take a bunch of cheap photos on the OP and the product, triggering a flame war.The last one is the most ignorant and destructive, as it eventually becomes synonymous with malicious and uneducated arrogance.
What do I want to prove here?OK, let's get some details first, hopefully the truth will be exposed without my massive banter.
What is electric boost?
In principle, electric supercharging is like any traditional supercharger or supercharger, providing forced induction or supercharging to your car, except that the power of the running device comes from the exhaust gas pressure back or the belt connected to the engine.It comes from batteries and electric motors.
Why do this?There seem to be a few obvious advantages.First, you can turn the device on and off at any time instead of being forced to run all the time.

Because cars can run like naturally aspirated cars, most of the time, until you need to lift, not before.The second big advantage is that there is no engine loss when operating the equipment.The turbine engine generates back pressure in the exhaust pipe line, and the piston needs to fight against it in order to discharge more exhaust.In order to eventually produce more cars, it takes away some power.The supercharger is worse because it is less efficientThe drive drives power directly from the engine instead of removing heat from the exhaust.Again, the engine actually gave up the power just to get the power again and then some.The result is a waste of gasoline, the engine is subjected to more mechanical pressure, due to the additional torque with the piston, the possibility of timing in advance is less.At this point, some people might raise their hands and say, hey, hey, electric supercharging is unnecessary and you have to run this thing off the car battery!âx80x9d.Some units ask you to do so.Others donâx80x99t.For those who do this, yes, you take some energy out of the battery to run the supercharger, and if you want a completely non-destructive system, you really shouldn't.You should use a separate battery.However, the energy you use from the battery is being used to increase the air pressure, people have misunderstood that the number of watts or HP drawn from the battery is as large or larger as the number of watts or HP in the battery, and the Watts or horsepower the car gets in terms of performance (energy saving.This is wrong.This is an incorrect application of the concept of conservation of energy.The car actually gets gas, not air.The chemical energy of the extra gas you can inject into the engine is the source of power, which is generated by the extra air you add.So you can consume 2 hp in the power battery that drives the supercharger and get a 10 HP gain in the vehicle as the extra air is just a catalyst, it allows you to achieve the injection of gasoline into your engine with almost no energy.Although this argument is more or less academic, it is indeed a good idea to run the system with a separate battery.In this way, engine power is not used at all.So let's look back.Electric supercharging has the potential of convenience (Instant On/Off function), high efficiency (engine no loss) and it is more tolerant of future mods because of the same level of improvement, it has less pressure on the engine, which increases the model that is overheard.In addition, they are of equal or lighter weight to supers/turbos and are priced at the same or lower price as $/HP.It's all good because we're talking about the technology itself, but how does the product stack up?

You can find a lot of things like this.It is called "electric super sports car" on the Internet ".Some brands are more popular than others, with prices ranging from around $50 to around $400.There seems to be two flavors in these units.The first design is similar to a turbine, which is connected in series with a high flow cone filter at the sensing pipe and end, except that the real turbine rotates very fast at incredible power, and there are multiple compression stages.None of these units.In fact, they have a closer relationship with linear fans that have more blades, are made of cheaper materials, run slower, thinner, and have more engineering tolerances than any real turbine.Another product offered is similar to a small turbo.It is a centrifugal design driven by an electric motor with a cheap impeller.Now, linear fan personnel cite figures such as air outlet speed and volume flow (you may have seen CFMs being heavily used) when the person from the centrifugal blower talks about how much extra PSI pressure you will get from their unit.In all the cases I 've encountered, they're all about running out of existing car batteries, which, as I said above, is not a good idea in principle.
As for the claim, the most common thing I see is a 15% gain, an increase of 3-5 PSI lift or flow up to 1600 CFM of air.I'm not going to credit these numbers to any specific source, but they let you know the scale of performance of these products.The first claim is fairly worthless because if this is only equivalent to 1 hp, they can get £ 15% by connecting their unit to the mower.As you will see later, additional pressure requirements are actually not possible simply because of the current consumption of the device and the fact that this power is not enough to compress the air above the atmosphere.I am referring to the product that attracts 50 or 60 amps, which seems to be the status of the supercharger within this price range.Finally, when it comes to performance, this volume flow claim with this CFMs is useless.Because it is the rate of volume flow, not mass flow, it is useless.Extra air molecules, so the air quality will give you more power because there is more there.Talking about volume flow is like talking about the size of the bottle and then not telling you what is in the bottle.It may be water, air or molten plutonium.The quality of the two varies greatly, but they are located in the same volume of space.For engine performance, you need to speak from the point of view of mass flow, or at least talk about volume flow at a certain pressure and temperature.For example, 400 CFM only tells you 400 CFM @ 14.7 PSI and 27 degrees Celsius!
As you can see, manufacturers are self-defeating by making statements that are impossible or irrelevant.

In some smaller engines, by reducing the pressure loss on the filter medium and the skin friction on the length of the induction pipe and the intake pipe.In any case, in theory, small cars can even enjoy a slight lifting effect, but it won't be close to their requirements, a tragic failure for large engines that need more air.More importantly, the structure and efficiency of the compressor and the loss of the battery have greatly weakened any theoretical gain.Reflux is trivial for Roots blower at least, so you can get the air quality you expect, but especially for linear and centrifugal blowers with low power consumption,The flow characteristic of the unit is absolutely irrelevant.By free-Flow features I mean filling garbage bags with air in less than a second, something the manufacturer uses as a marketing gimmick in the demo video.This is easy because there is no resistance.Try to cram more air into an unwanted engine and you have a problem.In this way, the gains you see in the real world are only a small part of calculating the gains.
Case Study -

;) In each case found online, the units used are gas-driven or battery-driven.I'll tell you right now that any hair dryer that runs down from the battery is much weaker than the one that runs down from the exit of the 120 V house and, of course, much weaker than the gas unit.However, no one will pay attention to this detail, and because of this, the battery-driven unit cannot generate any additional energy and lead to further criticism of the concept.The attempts made with a gas-driven blade blower are very interesting, almost promising, and their portability makes them a bolt --In or novel Defense Department.I believe that the blade blower is the entry point for electric supercharging if you want because the more powerful power and gas power version is actually constructed well enough and gets enough original power, not just the decoration on the car.I tried to prove this for myself and others with my own car.I put my car on the Jack rack, my blade blower is plugged into the wall, and there is a custom coupler that seals it on my intake unit.
However, the trial didn't work, just because I realized how stupid I thought I could run this test without dyno.Without the resistance on the wheels, they went crazy out of control with little throttle, causing the car to shake.I was worried that the car would fall off the stand, so I aborted the test.The next thing I'm trying to do is use the 1500 watt inverter to run the same blade blower from the battery, but the stupid inverter doesn't like to supply 120 amps and turn itself off.Although I was unable to complete the test, I gave up on this point, which did not negate the idea.It's just not confirmed.I'm ready to do a bunch of measurements using my OBDII tuner, which will really reveal if the hair dryer is available.

Let's say we're running a 120 V, 12A leaf blower (200 miles/hour or 89 miles.4 m/s) power inverter from car battery and large enough.All conditions are ideal unless otherwise stated.I will pay attention to any nonImportant ideal conditions.The engine that is considering this calculation will be 3.4L GM LA1 that powers Grand Am, Alero, Aztek and others.The air quality will reach 27 degrees Celsius and 14 degrees Celsius.7 PSI or 101300 Pascals.
The engine draws up to about 160 grams of air per second for all its cylinders.I didn't call that number.This is the mean value actually measured by the MAF sensor in multiple scans.It usually happens somewhere in the 5000 RPM area before moving.By using this MAF value, we can avoid the use of an ideal value or a chaotic conversion from volume flow to mass flow, as we have given mass flow through this reading.The engine takes 160 grams of air per second, and it works at maximum power.If your blower can force the engine into more than this amount of air, you will see a gain, cycle.Again, keep in mind that the gain will be more significant before reaching the maximum power, because when the rotation speed is lower, the demand for the engine will be lower, allow a larger gain as a percentage of what you normally get at that point in the power band.The speed at which the air passes through the intake will be derived from dm = ro x A x V.Solve V for you 29.7 m/s.Therefore, the kinetic energy of the natural suction flow is E = 1/2mv 2 = 141.4 J (in a pack of air for 1 second ).I am modifying a component of the bonuli equation to give the time-Energy based instead of volume based.
So we know it takes at least 160g/second of air.Let's take a look at the electrical calculations now.Power, P = VI where V is voltage and I is current, so P = (120 V) (12A) = 1440 W.This is the power required to run the leaf blower.The efficiency of the centrifugal blower now depends on the pressure ratio, flow rate, design, tolerances, etc.I don't know what the efficiency of the home blower is, but for the sake of argument, let's compare it to the turbocharger, like 75%, which is an optimistic number, but not entirely unrealistic.At a higher pressure ratio, this number will drop significantly, but this is OK for low lifting.The motor and power inverter are very efficient, so I will use 90% for each motor.We already have 0.9 x 0.9 x 0.75 = 0.The efficiency is about 6075 or 61%.This refers to the efficiency of the conversion from battery energy to mechanical energy used for air compression.In other words, 61% of your total investment is achieved as an actual boost.The rest is wasted as heat.Now 61% of 1440 W is 875 W.Because the number is greater than 141.N/A flow of 4J kinetic energy (1 second), we already know that the leaf blower will not become an obstacle.That is to say, it will not reduce traffic and performance because it is out of the way.For sure, though, 875 = mv 2 = m (89.So m = 219G.Yes, it's more air than the car that was previously painted in a second.We will now convert 875 W of electric energy into thermal energy, because thermal energy is a commodity that can be converted into work (mechanical energy.We would also assume that the change in air temperature is negligible on the blower, although it would change because we do not know the air properties at the compressor outlet, so we can't do proper thermodynamic analysis.The best thing we can do is approximate the change of mass flow rate based on the enthalpy change of the air on the compressor.Q1 = energy in m x h1 where m is air mass and h1 is the enthalpy of air at 27 °c.This is 300 from the ideal gas meter.19 kJ/kg.Air quality is 160g, Q1 = 48030 J.If Q2, the energy to leave the compressor is Q1 875 J (875 W for 1 second) and the compressor is assumed to be insulated, Q2 = 48905 J, that is, 1.8% more energy than the inlet air.While this is not directly related to the mass flow rate or outlet pressure of the lift (we lack data to address these values), we can approximate the power gain to 1.The power is 8% or 3 hp when the engine has already produced maximum power.At a speed of 93 grams per second (closer to the beginning of the power supply belt), the same fan can produce about 3 grams.1% in gains.I must once again strongly point out that all naturally aspirated engines suffer a loss of pressure by having to breathe in the air themselves.This natural suction is easily overcome initially by applying some light.What you can see from the blower or similar electric device is mainly to offset the inherent loss of the system and improve the volume efficiency.So these numbers are obviously not impressive, but they are earnings (or reduced losses), keep in mind that this is a V6 engine of moderate size, not 4-banger.It wouldn't be a very economical option to get 2-HP 3%, but it will be interesting :) So, what do we learn from this case study?Well, I think the "loss" solution itself that does not extract energy from the engine is still a loss, so if you don't have a lot of gains in the beginning, you lose too much, I didn't even notice what was left.That's why even the best ebay charger can't justify its price tag, which attracts about 125 amps of current (like our hair dryer ).Engineering design and manufacturing quality is also very important for small power dispensers because you really need to squeeze out as much of your product as possible so you have to have more stringent tolerances, better materials, the final price will be higher.Finally, it is not worth it.

However, all hope has not been lost, and there are ambitious projects undertaken by dedicated individuals to make serious efforts to advance the electrified.One such commitment is the product provided by Thomas Knight, proving that it actually requires a lot of resources and power to make a decent supercharger.
The product is prefixed with ESC and has different grades for engines of different sizes.The ESC-350 most suitable for engines requiring 350 CFM @ 4-5 PSI or less at ESC550 is more suitable for 550 CFM @ 4-5 PSI or less.ESC too-750 and ESC-1000 models.There's even an ESC-150 for motorcycles and other small applications.All models are made up of a modified centrifugal compressor driven by a custom winding electric winch motor.All models of auxiliary batteries must be exhausted, and in some cases many batteries are required to obtain the correct voltage and current consumption capacity required to power the device.When enabled, the supercharger runs 30 seconds to 3 minutes or more before draining the battery.The change here is because each model has a different battery configuration and the load will be different for each engine.In any case, a one mile race per quarter usually lasts less than 15 seconds, so at least you'll get 2 home runs between charging.

Display a continuous lift level of 5 PSI or more throughout the power band.Usually I don't believe dyno graph as long as I can throw it.When these things fit their ad needs, it seems like everyone will take them out of their ass.However, when you think ESC is designed with a traditional centrifugal supercharger, the small 4 cyls have at least 10 KW power and the V8 engine has up to 22 KW power, which I tend to believe.By the way, the 22 KW is 30 hp, just to run the blower, and it all comes from the spare battery, which is less, to be exact, for smaller models.These batteries are also small and have high performance, so they don't take up as much space as you think, and the total quality of the system can still be comparable to the normal super or turbine settings.
Charging can be achieved by charging at home or using a built-in charging methodIn a parallel charging circuit, the AC generator draws energy when you drive normally to charge the battery.This requires the power of the car, but it doesn't matter only after you have used it, unless you are very nervous about your gas mileage when charging the battery.You did, however, and the line is not included, so you have to invest a little extra to connect everything and build a charging circuit if applicable.
The cost of ESC starts around $2000 and starts to rise from there.These prices are reasonable considering the cost of the current aftermarket supers and turbos.For the same belt/exhaust drive product you can easily pay $3000 or more.You will usually get a boost level proportional to the higher price tag, so the price of the ESC in the end is equal.On the other hand, we don't just pay for extra horsepower.ESC is an electric solution that gives me at least a clear advantage.
As I said before, regular superengines and turbo engines draw power from the engine in order to run.This increases the torque load of the engine.By doing so, you can burn more gas to overcome the resistance while also increasing the pressure on the engine.In addition to accelerated wear, this extra pressure means that you have to be more conservative in time.Timing is added to increase cylinder pressure and thermal efficiency.The stock engine can gain momentum by increasing time and not doing anything else.You can't go crazy, but there's a bit of free power waiting to dig through the push spark.If you add a knock-on inhibitor to your gas, or have a methanol injection kit, you can also keep a reasonable spark in advance in the enhanced settings.The problem is that when the engine is already under high load, it is not well adapted to timing ahead of time.The propulsion angle (or non-deceleration) can cause a dangerous impact and thus damage the engine.With an electric supercharger, you don't need to spend the power of an engineer to generate electricity.You replace it with an auxiliary battery so that the crankshaft, the connecting rod and the piston will not bear the same high stress, so that you can safely push the spark with less gas.This is a unique advantage of electric power.
As of the time of writing, Thomas Knight's ESC is the only electric solution I have ever seen that can implement its claims and compete with older people, in terms of the proceeds per dollar, mature technology.It's a bit vague, but the science behind it is perfect, the design is strong enough to be used in automotive applications without hurting you.
So what is the verdict?
It's been a while since electric power was available.The problem is that it is still in its infancy.No original equipment manufacturer has tried, most after-sales solutions are halfBecause they want to profit from the ignorance of their customers instead of doing something that really works.This gives the power a bad name, which is not worth the name.In fact, there is no problem with electric power.This is a good idea and a viable alternative to existing technology.It only takes time to get a good record.It also requires skilled car enthusiasts to try new designs so that the idea can really take off.

The engine will cope for longer before I reach my full potential.
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