Sequential turbos11/7/2023 I don't know if you want to feed the vacuum entirely off the intake, remember for an ideal system like this you want un-restricted flow into the intake/supercharger. That means you could use your mcu with a step-wise control function based on the relative pressures from each side of the system. Other than allowing the turbo to spool up faster, the supercharger and turbo sides would be almost entirely separate. On either side of the "cross" you would want to treat this system as its own - supercharger-based on the left, turbo-based on the right. The supercharger would dominate at lower rpm and the turbo at the high end, we all know this. I'm just thinking on the keyboard here, bear with me, if you map the pressure of both the turbo and supercharger vs engine rpm, you'll have two distinct plots. A 32-bit mcu with a dozen or so IO ports should be enough to handle this system on its own. Plus there's the power draw from the supercharger when it's not being used.īased on what I see here, I wonder if it wouldn't be easier to just disable all of the turbo functionality from the ECU and program it with a fuel map based entirely on the intake pressure sender G71/G42. You certainly want to decouple the supercharger when it's being bypassed, otherwise the pressure waves alone would tear your system apart eventually. Fun fact I found, the C7.5 3.0t has a magnetic clutch on its supercharger (a little ominous foreshadowing there). But N75 in this diagram would certainly have to be controlled by whatever electronics you have set up to control this entire system.įinding a magnetic clutch might be a challenge. When you said you were going to use the mcu to control N75 valve, you mean the N75 in this diagram or the N75 BOV standard on the 2.7t? The BOV in this diagram, N249, could be left as a purely mechanical valve. According to this diagram, it looks like you would be adding at least 1 additional pressure sender and a bypass valve (obviously the crank-driven supercharger as well).
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