Hey, guys
If possible I want some opinions in these setup. Feel free to add suggestions or comments.
I'll appreciate all the help.


Best Regards
Jose

Firstly transition between the separate systems will be easiest operated buy a solenoid activated pressure actuator.
Using a combination of two linked throttle bodies after the compressors, this will enable one system to close while the other opens at the same time and vice versa.
Boost produced by either system while not the working system will need to be vented via a CBV. (bypass valve)
The transition will need to be rpm based. You don’t want to the supercharger kicking it at 6000rpm when boost drops from the turbo.

Some schematics:
Supercharger - stage 1


Looking at the pics... Green is the working charge system, cyan is the bypassing system.

In stage 1, throttle body 1 is open, TB2 is closed. This is the standard config as such. For this example we can say you want to switch systems @ 3000rpm. Until this point the supercharger will be producing the set driven boost(this pressure can be used to control the twin throttles). Until this point any boost being built by the turbo will be recirculated via the CBV.


Turbo - stage 2



At the transition.. a solenoid opens the pressure to the twin tb's and TB1 closes/TB2 opens and we enter stage 2. The supercharger can be switched off at anything after 3000rpm say 3200rpm and until that point the excess boost is recirculated via it own CBV.

Its pretty simple and hopefully should provide a smooth transition as long as the transition is set at the right point. Other than that is just a matter of setting up the CBV's to work at the right stages.

I forgot to mention the supercharger here is a procharger centrifugal supercharger.

 

Wow very nice work man

 

lots of plumbing and work going into that...but its a great concept,,,i would imagine you would want the super charger to bleed off into the atmosphere instead of back to the charge piping, as compressing air will still cause the supercharger to suck power out of the equation....however, if the TB is RIGHT at the end of the supercharger and no air is being compressed(no resistance to compression rather, as compressed air is immediately discharged), then there should be minimal parasitic loss from the charger

 

This setup is from a Twincharge Toyota corolla,


So you say to incorporate somehow, a 1-way valve in the previous drawings,


In this case, the supercharger blow into the turbo with a one-way valve open to atmosphere between them. That way low speed uses both, then at high speed, the turbo uses more air than the supercharger puts out, so the turbo creates a vacuum between the supercharger and the turbo, the 1-way valve opens to the atmosphere, and there is no load on the supercharger, so it just free spins, creating very little drag, and cooling itself off. The 1-way valve is necessary to keep supercharger boost from escaping, while also allowing more air to get to the turbo when it is spooled up.


Best Regards
Jose

 

If you are hoping to make such a thing work on an LSJ engine, you would have to completely remove the supercharger from the engine and start from scratch. The M62 and it's manifold are so tightly integrated into the design of the engine, that you would not be able to use it parallel with a turbo on separate throttle bodies. If you want to keep the stock supercharger and manifold, then an in-line series setup is your only choice.

 

The Heaton M62 will not be part of this setup. I was thinking a procharger. Yes, a custom manifold will be developed
Maybe this manifold should to the job. Don't know yet.



Thanks
Jose