Comprex just came to my mind mere minutes ago and thought I'd look around TH-cam if there is anything new about it. Wasn't expecting to find something totally new on the matter. This is very interesting!
That’s right! Mazda built the Mazda 626 DIESEL with a Comprex between 1988 and 1997. However, our new concept can be used on all types of combustion engines, both small and large gasoline, diesel, hybrid, gas and especially hydrogen engines.
@@antrovaag3187 how much can you scale it up ? Could one for instance be fabricated and adapted for very large to gigantic diesel engines ( anywhere above say 20 litres displacement).
I really like how you've split the rotor. Is the clearance actively controlled or is it a function of the thermodynamics of the spring you show in the video? Have you considered supporting the rotors with external bearings rather than internal bearings? Thanks again.. Very exciting.
Hi Steve The clearance between the rotor is not actively controlled. It’s a thermal dynamical function of the spring, as you assumed. We choose the internal bearings, because of the much lower cost. Regards Antrova
@@chrishenniker5944 No we don't. A Comprex™ must be physically and electronically adapted to the engine. A simple exchange or installation does not lead to success.
Comprex™ is a trademark/ brand, this is correct. The name rights are reserved! The technology is worldwide patented. A use for production needs a licence.
It seems a bit idiotic. Instead of making a couple of thrust bearings and stationary components to give in as the rotor expands - you make complicated split rotor that has to rotate. Isn't it easier to shift all the complexity to at least one side (presumably the cold low pressure side) while maintain descent labyrinth seals on the other side. In which case you could easily make spring loaded seal to get rid of the leaks. You also don't talk about what happens in high RPM where the turbines are efficient and the boost pressure is important. I understand that the pulsejet engine that you envisage is fun, but only at low RPM where you don't develop much power anyway and where electric motor can compensate as in MILD hybrids. Therefore for the MILD hybrids this is useless. The electric side solves the low RPM luck of torque. While at high RPM the turbocharger with 60-70% efficient turbine is a lot more efficient than the pulsejet proposed. Additionally, the main problem of the hydrogen engine is problematic not because of the supercharging but because of the hot spots in the combustion chamber that destroy the piston and cylinder. And no supercharger can help with that. Essentially, being physicist and engineer with a fair amount of engineering expertise in the compressors and gas flow - I smell something fishy here.
Comprex just came to my mind mere minutes ago and thought I'd look around TH-cam if there is anything new about it. Wasn't expecting to find something totally new on the matter. This is very interesting!
I think there was a diesel powered Mazda 626 like car with a Comprex PWS about 15-20 year ago..
That’s right! Mazda built the Mazda 626 DIESEL with a Comprex between 1988 and 1997. However, our new concept can be used on all types of combustion engines, both small and large gasoline, diesel, hybrid, gas and especially hydrogen engines.
@@antrovaag3187 how much can you scale it up ? Could one for instance be fabricated and adapted for very large to gigantic diesel engines ( anywhere above say 20 litres displacement).
@@thedoctor2102 There is no limitation in size. The technology can be used at every engine size.
@@antrovaag3187 can it work with 2-strokes as a scavenge pump also ?
@@V8Lenny Yes it is possible, except using uniflow 2S-Engines.
I really like how you've split the rotor. Is the clearance actively controlled or is it a function of the thermodynamics of the spring you show in the video?
Have you considered supporting the rotors with external bearings rather than internal bearings?
Thanks again.. Very exciting.
Hi Steve
The clearance between the rotor is not actively controlled. It’s a thermal dynamical function of the spring, as you assumed. We choose the internal bearings, because of the much lower cost.
Regards Antrova
What about using these superchargers for hot rod applications? Has anyone ever used them on a small block Chevy or Hemi?
It is possible to use the Comprex™ in hot rod applications. As far as we know, there was no such use.
@@antrovaag3187 Do you sell kits for them?
@@chrishenniker5944 No we don't. A Comprex™ must be physically and electronically adapted to the engine. A simple exchange or installation does not lead to success.
Comprex is a trademark? so there will be licensing fees?
Comprex™ is a trademark/ brand, this is correct. The name rights are reserved!
The technology is worldwide patented. A use for production needs a licence.
Bravo Mario🙏🏼👏
It seems a bit idiotic.
Instead of making a couple of thrust bearings and stationary components to give in as the rotor expands - you make complicated split rotor that has to rotate.
Isn't it easier to shift all the complexity to at least one side (presumably the cold low pressure side) while maintain descent labyrinth seals on the other side.
In which case you could easily make spring loaded seal to get rid of the leaks.
You also don't talk about what happens in high RPM where the turbines are efficient and the boost pressure is important.
I understand that the pulsejet engine that you envisage is fun, but only at low RPM where you don't develop much power anyway and where electric motor can compensate as in MILD hybrids.
Therefore for the MILD hybrids this is useless. The electric side solves the low RPM luck of torque. While at high RPM the turbocharger with 60-70% efficient turbine is a lot more efficient than the pulsejet proposed.
Additionally, the main problem of the hydrogen engine is problematic not because of the supercharging but because of the hot spots in the combustion chamber that destroy the piston and cylinder. And no supercharger can help with that.
Essentially, being physicist and engineer with a fair amount of engineering expertise in the compressors and gas flow - I smell something fishy here.