Noswizard wrote:
The way to understand the principle is as follows;
1) As things stand, at some level of nitrous injection airflow IN TO THE ENGINE COMES TO A STOP and beyond that point, nitrous flows OUT OF THE INDUCTION SYSTEM ALONG WITH ANY AIR THAT MIGHT HAVE MADE IT'S WAY IN during any drop in manifold pressure.
2) This phenomena becomes the limiting factor that determines how much power a specific engine can make.
3) By shutting off the INDUCTION SYSTEM AT THIS POINT we are NOT shutting off the air flow, because that has already happened.
4) What we are doing, is preventing what would normally escape from doing so and should result in any additional nitrous that is supplied to the induction system, being made available to the engine on the induction cycle, that would not otherwise be possible.
5) The device/system that I have designed will ONLY come in to operation when there is a loss of negative manifold pressure, therefore no loss in performance will occur as there will be no loss in airflow, that would not already be lost in the operation of a conventional nitrous system.
6) Under these conditions I anticipate that it will be possible, to supply adequate nitrous to achieve an increase in performance, over and above that achieved by a conventional nitrous system, rather than it being wasted by blowing out of the intake.
Not to get cocky or thread necromatic, but that sounds like a reed valve block in the intake tract for each cylinder upstream of the N20 injector would be a possible solution. You'd still run into the problem of no air getting in once n20 charge volume reached a critical level, but you could just keep on cramming more and more (and more) nitrous in past that point, without loosing any out the intake tract. Seems to match requirements 5 & 6 above, but doesn't really require direct-to-cylinder injection. 2 stroke's already use the same tech to address an analogous problem, so it could probably be built (as a rather expensive custom intake manifold) with off the shelf parts. Not sure just what in-cylinder n20 injection would add, but I doubt I grasp the entire issue.
Considering this further, in cylinder n20 & fuel injection would maybe be interesting in combination with variable valve timing .... if the timing was 'variable' in such a way that the intake never opened, and the 'timing' change could kick in on demand separately from engine rpm or any other condition. In some cases (maybe on a diesel vehicle with a jake brake?), all that might be required (besides the in cylinder injection) would be to re-grind the (intake) cams to prevent the intake valves from opening. You'd run the system pretty much as conventional (na or nitrous boosted) until you hit the point where you were loosing charge out the intake, and then just close off the intake valves with no loss of power, and ramp up the n20 charge even further. Yeah, that sounds like some next level shit. Either system seems to avoid problems of 'reversion' but this would do so more ... gracefully.
Either option is pretty nuts, I doubt anybody would have the guts to buy it if offered as a commercial system. Might make a HELL of a prototype speed record machine, though. I suppose there would be a theoretical limit where you were loading in so much liquid n20, you risked hydro-locking the piston... and more practically, at some point you might have still-liquid n20 going out the exhaust, or cool off the cylinder so much that ignition fails. Like I said, i doubt I grasp the entire issue...