TVS technology overview
Eaton TVS technology opens up a new world of possibilities for products that require precision air flow solutions. No longer applied only as a supercharging device used to increase horsepower and torque, TVS technology has reached a transition point, evolving as a tool with a wide range of applications across various industries.
There is no set formula or segment in which a supercharger is used. Eaton TVS technology can be found on jet skis that require a small engine with high power density, to a V8 engine for a performance vehicle. Superchargers can also work in concert with turbochargers in extreme engine downsizing applications. New opportunities are opening up every day.
TVS technology plays an integral role in enabling new advanced combustion solutions by providing a rapid transient response with precise, metered air flow that is not reliant on exhaust energy, like the turbocharger solutions found in today’s mainstream market.
Hydrogen fuel cells, once considered a future technology, are here today and our TVS technology can be used to compress air and pump it into the fuel cell stack, enabling a chemical reaction that generates electricity. TVS also is a key enabler for industrial safety applications, such as pressurization of an engine compartment to keep debris and particles out.
Multiple industries are realizing that Eaton TVS technology has moved beyond its traditional performance engine supercharging, evolving into a precision air flow solution of the future.
History of TVS
The Eaton supercharger has been improving engine performance since 1985, beginning with the M-Series.
Five generations later, the TVS (Twin Vortices Series) was introduced and provides up to a 12% efficiency improvement. It also has a higher speed capability, from 18,000 to 24,000 rpm, which broadens the supercharger operating range.
Today, TVS technology is available in 2 different families: R-Series with 4 lobes optimized for peak engine power applications, and V-Series with 3 lobes optimized for peak efficiency at low engine speeds, which is ideal for 2-stage or compound boosting systems where a turbocharger and supercharger work in combination.
TVS rotor types
R-Series:
- Pressure ratio capability of 2.5
- Peak efficiencies typically occur at high pressure ratio and high speed
- Ideal for single stage boosting applications focused on rated engine power
V-Series:
- High pressure ratio capability of 2.5
- Peak efficiency typically occur at moderate pressure ratios and low speed
- Ideal for compound and single boosted engines with improved efficiency at low engine speed
New IC-Series design
Models to fit any flow requirement
TVS technology is available for engines of all sizes, from a compact 0.8L 2-cylinder to a powerful 6.4L V8 engine. The technology is scalable, is not limited in size, and is fully customizable to fit specific OEM requirements. Eaton engineers work closely with the OEM development teams to define the correct boosting solution for each engine application.
The mass flow data on the right shows supercharger flow range at a 1.4 pressure ratio. Max mass flow is shown at maximum performance map speed, which varies depending on the unit.
Key product features
TVS operating pressure range
Single boosting device applications
Operational Capability |
[unit] |
value |
|---|---|---|
Max Outlet Pressure |
Bar |
2.5 |
Max Inlet Pressure |
Bar |
1.0 |
Max Outlet Temperature |
°C |
180 |
Compound boosting device applications
Operational Capability |
[unit] |
value |
|---|---|---|
Max Outlet Pressure |
Bar |
4.0 |
Max Inlet Pressure |
Bar |
1.0+ |
Max Outlet Temperature |
°C |
180 |
Integrated clutch feature
Due to the continued growth of high power density engines, the applications of clutched superchargers have become more common because of their cost-to-benefit ratio.
Instant Response
Clutched superchargers engage rapidly and provides immediate boost on demand. The clutch is designed to deliver smooth engagements that are imperceptible to the driver improving the driving experience. For compound boosted applications, this also allows the supercharger to provide only the transient boost needs, disengaging during steady state to work in concert with the turbocharger.
Fuel Economy
Compound boosting allows very high power output and a reduction in cylinder count (typically from 6 cylinders to 4). Clutched supercharger only engages when additional boost and vehicle performance is needed, reducing parasitic losses during steady state and low power driving events.
