Do you have any additional details?
The Me-155 used the same engine as the Me-109G. Why didn't they use the same supercharger and cooling system?
She was designed as an Extremer Höhenjaeger (extreme high altitude fighter), so the arrangement had to be revised for performance at those heights. (The Bv 155 V1 was test flown at 55,610 ft (16, 950 m)...).
An idea of the complexity of the arrangement: (from 'German Aircraft Interiors 1935-1945 Vol.1', by Kenneth A. Merrick)
...due to other commitments , Prof. Messerschmitt and his staff had done very little work on the project when it was transferred to the firm of Blohm und Voss, under the able leadership of Dr. Richard Vogt.
Dr. Vogt and his team quickly discovered that the original Messerschmitt design simply wouldn't work, and immediately set about to completely redesign the fighter while making an effort to retain as much of the original Messerschmitt concept as feasible. A number of powerplants were considered, but in the end, the Daimler Benz DB 603E was selected to be used in conjunction with the Heinkel-Hirth TKL 15 turbo supercharger. When used in this combination, the designation of the engine was amended to DB 603 U. The TKL 15 and DB 603 U were mutually dependent, but the latter could operate without the former engaged. When both components were functioning together, outside air was ducted through a ventrally-mounted intake, where it reached the eye of the TKL 15 turbo supercharger. There it was forced under pressure from the turbo's volute, to the intercooler located immediately above. From the intercooler, the compressed and cooled air was fed along a semi-enclosed duct mounted on the outside of the fueslage to the port side entry of the engine-driven, single stage supercharger. Air from the engine-driven supercharger was first fed into the aftercooler and then into the intake manifold located between the cylinder blocks of the inverted V-type engine. Hot exhaust gases would leave the engine via manifolds which were connected to two 5.5 inch (140 mm) exhaust pipes. The exhaust travelled to the rear via the two semi-enclosed exhaust pipes mounted on both sides of the fueslage running to the turbine compartment. both the starboard and port exhaust pipes forked at the turbine compartment, one branch on each side leading to the turbine, while the other branches, which had waste-gate valves, lead to the exhaust duct below the rear fueslage. The waste-gate valves regulated the quantity of gas passing to the turbine, thereby controlling it's speed. The TKL 15 was mounted with it's axis in the direction of flight.
The hot gases from the inboard forks lead directly to the collecting chamber through to a row of fixed blades and one row of moving turbine blades to the exit duct below rear fueslage. The turbine blades were holllow and cooled by air drawn in from the air entry duct below below the fueslage through a seperate pipe to the centre of the turbine rotor, passing outward through the blades to escape from their tips into the exhaust exit duct.
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If anyone wants photos and diagrams of the Bv 155 functioning components from that book, drop us your address in a PM (I don't have access to a scanner!)
Evan