AU768062B2

AU768062B2 - An apparatus and a method for increasing the power of an internal combustion engine operated using an exhaust gas turbocharger

Info

Publication number: AU768062B2
Application number: AU48759/00A
Authority: AU
Inventors: Gottfried Raab; Franz Rammer; Harald Dr Schlogl
Original assignee: MAN Steyr AG
Current assignee: MAN Truck and Bus Osterreich AG
Priority date: 1999-07-23
Filing date: 2000-07-21
Publication date: 2003-12-04
Anticipated expiration: 2020-07-21
Also published as: ZA200003578B; EP1070837B1; EP1070837A3; DE50003504D1; TR200002147A2; ATE248985T1; DE19934606A1; EP1070837A2; AU4875900A

Abstract

The arrangement has a compressor (15) in addition to the exhaust gas turbocharger (2) with its compressor wheel connected to the shaft of a high speed electric motor (16). The motor can perform extreme speed changes in fractions of a second, if required high revolution rates and has a maximum output power of about 5 to 30 kW and receives the required electrical drive energy from a machine (17) operated as a generator, which is connected to the engine's crankshaft and controlled by a regulator, and/or a battery. The additional compressor can supply additional air to increase the power. An Independent claim is also included for a method of increasing the power of an internal combustion engine with an exhaust gas turbocharger.

Description

AUSTRALIA

PATENTS ACT 1990 COMPLETE SPECIFICATION NAME OF APPLICANT(S): SteW AG ADDRESS FOR SERVICE: DAVIES COLLISON CAVE Patent Attorneys 1 Little Collins Street, Melbourne, 3000.

INVENTION TITLE: An apparatus and a method for increasing the power of an internal combustion engine operated using an exhaust gas turbocharger The following statement is a full description of this of performing it known to me/us:invention, including the best method IP Australia 9

CD

Documents received on: 0 21 JUL 2000 Batch No: In accordance with the preamble of claim 1 the invention relates to an apparatus, and in accordance with claim 10 to a method for increasing the power of an internal combustion engine operated using an exhaust gas turbocharger and constituting the prime mover of a vehicle or of stationary plant.

0 For increasing the concentration of power modern internal combustion engines can be provided with an exhaust gas turbocharger. In addition to well known advantages such charger systems do however suffer from inherent disadvantages such :i as slow response, a low charging pressure at a low speed of rotation of the engine, a poor engine braking effect in the case of small engine cubic capacities, only a narrow RPM range in which the optimum efficiency is produced, such criteria meaning that there is a disadvantageous effect during operation of the engine, at least in some operational ranges and more especially in the case of acceleration.

.I In order to counter such disadvantages various different systems have been designed with larger or smaller degrees of success. For instance exhaust gas turbochargers are employed with a variable geometry of the turbine, which are substantially more expensive than those having unregulated exhaust gas turbines and furthermore have a slower build up of charger pressure than electrically driven chargers. Known electrically driven exhaust gas turbochargers have their shaft connected with an electric motor, which takes its energy exclusively from the vehicle's own battery. The so-called Turbo PAC system is similar in this respect. Here an additional compressor is driven by an electric motor, which takes its driving power exclusively from the vehicle battery. These known additional electric motor drives all suffer from the disadvantage that the duration of their operation must be in line with the battery capacity, which because of the large number of acceleration and braking operations involved when there are large number of starts and stops, may rapidly run down as a rule. Mass production of vehicles with such systems has therefore not been possible.

One object of the invention is to provide an apparatus and a method with which an increase in power of the internal combustion engine may be obtained without the problems involved with designs so far known.

In order to achieve these and/or other objects appearing from the present specification, claims and drawings, in the present invention an apparatus is characterized by the features recited in claim 1 and a method for increasing power by the features as recited in claim The principal components of the invention comprise a compressor provided in S* addition to the exhaust gas turbocharger, a high speed electric motor driving its compressor rotor, a second electrical machine and an electrical/electronic regulator unit. The second electrical machine has its shaft drivingly connected with the crank shaft of the internal combustion engine. The second electrical machine is consequently driven as a generator at a speed of rotation, which results from the instantaneous speed of rotation of the crank shaft and a transmission between the latter and its shaft.

o By providing suitable settings of the regulator unit electrical drive energy is passed from the second electrical machine, which is operated as a generator, and/or the battery to .0 the high speed electric motor for the operation thereof. Owing to its design and a suitable supply of power the high speed electric motor is in a position to perform an extremely large change in the speed of rotation of for example to 80,000 rpm within fractions of a second, or of even greater speeds of rotation if required while simultaneously providing an output power of approximately 5 to approximately 30 kW.

By means of the compressor rotor in this manner able to be accelerated and driven at a high speed of rotation it is therefore possible for additional air to be supplied with an absolute pressure of up to approximately 3 bar to the charger air duct leading to the 3 charger manifold and via same to the internal combustion engine. In this respect owing to the regulator unit and by intelligently managing the supply of electrical energy by the second electrical machine and/or the battery to the high speed electric motor the operation of the latter may be so regulated that in every operational mode of the internal combustion engine, that is to say both during traction operation and also during use of the engine as a brake, additional air, which increases the power, may be held ready at an optimally adapted rate and an optimally adapted pressure for the time required by means of the compressor rotor, driven at the necessary speed of rotation, and may be supplied to the internal combustion engine. During traction operation this means that during acceleration from a low speed of rotation the turbo gap is overcome, because within a short time the necessary additional air is supplied by the electrically driven compressor rotor. When the internal combustion engine is employed as a brake, this will mean that by means of the additional air supplied to it the charging of the cylinders and accordingly furthermore the working pressure in the cylinders will be increased, against which the pistons in the cylinder will now have to work.

A further advantage in the system in accordance with the invention is that after a cold start of the internal combustion engine even while still idling without any load on the battery owing to the supply of energy by the second electrical machine charging pressure will be available from the compressor supplying the additional air. Accordingly '20 the warming phase of the internal combustion engine is substantially reduced and in this time furthermore the emission of injurious exhaust gases is greatly reduced.

In the following the apparatus of the invention and the method of the invention will be described in detail with reference to accompanying drawing.

Figures 1 through 3 respectively diagrammatically illustrate one embodiment of the apparatus of the invention, like reference numerals being employed for like parts.

In the drawing an internal combustion engine 1, as for example a diesel engine, is illustrated by way of example diagrammatically, such engine being employed as a prime mover in a vehicle such as a private car, a truck, an omnibus, any other type of road vehicle, a locomotive, an airplane or a water borne craft, or in stationary plant such as an emergency power supply.

Reference numeral 2 indicates the exhaust gas turbocharger associated with the internal combustion engine 1, its exhaust gas turbine 3 being supplied with exhaust gas via a supply duct 4 for the exhaust gas manifold or header 5 having one or more connections dependent on the number of cylinders the compressor 6 of the turbocharger supplying compressed air via a charging air duct with an air cooler 8 into an air manifold 9, whence it passes via inlet ducts 10 and inlet valves (not illustrated) i into the individual cylinders of the internal combustion engine. Reference numeral 11 denotes a fan and reference numeral 12 a flywheel, which are arranged respectively on one end of the crank shaft 13 of the internal combustion engine 1. Reference numeral 14 denotes a starter pinion in engagement with the periphery of the flywheel 12.

In accordance with the invention the internal combustion engine 1, which is 7 blown by the exhaust gas turbocharger 2, is provided with a means for increasing its power. This means comprises four principal components, namely a compressor provided in addition to the exhaust gas turbocharger 2, a high speed electric motor 16, a second electrical machine 17 and a regulator unit 18. The rotor 19 of the additional compressor 15 is connected with the shaft 20 of the high speed electric motor 16. The 2 0 second electrical machine 17 is directly connected (see figure 3) or via a drive system 21 (see figures 1 and 2) with the crank shaft 13 of the internal combustion engine 1 and for generator operation it is driven by the latter, if necessary furthermore as a starter and an additional drive source. In the example of figure 1 the drive system 21 comprises a pinion 23 keyed on the shaft 22 of the second electrical machine 17, such pinion meshing with the starter gear teeth 14 on the flywheel 12. In the case of the example of figure 2 it is possible for the drive system 21 to be in the form of a belt drive or of cylindrical gearing.

The two electrical machines 16 and 17 are connected via electrical control and power wiring 24 and, respectively, 25 with the regulator unit 18 and via same and a power wiring 26 with a battery 27, designed for instance for 42 V, the battery also supplying the electrical wiring of the vehicle if the internal combustion engine is employed in a vehicle. The second electrical machine 17 may be designed either for generator operation only or as an alternative as a starter as well and as a further function as an additional source of drive. The high speed electric motor 16 receives the necessary electrical drive energy via the regulator unit 18 from the second electrical machine 17 operated as a generator and/or the battery 17. The electrical/electronic and computerized regulator unit 18 regulates the operation of the two electrical machines 16 and 17 and furthermore the charging of the battery 27 and the provision of energy by it for driving the electrical machines 16 and 17 on the basis of regulation strategies, which have been developed. When the second electrical machine 17 is not operated as a generator but as a motor, it functions as a starter and possibly also an additional drive source for the internal combustion engine 1, it drawing its electrical drive energy in a manner regulated by the regulator unit 18 from the battery 27. When 15 it is operated as a generator, this being the basic function, the second electrical machine 17, which is mechanically driven by the internal combustion engine 1, S produces electrical energy, which is supplied to the high speed electric motor 16, if same is to be driven, and/or battery 27 with regulation by the regulation unit 18.

The high speed electric motor 16 is of such a design and so able to be so controlled using the regulator unit 18 in cooperation with the second electrical machine 17 operated as generator and/or the battery 27 as regards its operation that within fractions of a second it can perform an extreme change in its speed of rotation to for instance 80,000 rpm and if necessary to even higher speeds while offering an output power of approximately 5 to approximately 30 kW so that by means of the rotor 19 able to be accelerated in such a manner or, respectively, able to be run at such a high speed, of the additional compressor 15 additional air is able to be supplied at an absolute pressure of up approximately 3 bar. In this respect using the regulator unit 18 the operation of the high speed electric motor 16 is able to be so influenced that in every mode of operation of the internal combustion engine 1, that is to say both during traction operation and also during use of the engine as a brake, additional air, with a power enhancing effect, is able to be supplied at an optimally adapted rate and optimally adapted pressure for the desired period of time using the rotor 19, driven at the necessary speed of rotation, of the additional compressor 15. During this time via its input and an aspiration duct 28 connected therewith the additional compressor draws air directly from the atmosphere (see figures 1 and 3) or via a supply duct 29 from the charging air duct 7. The additional compressor 15 blows the additional air via a duct 30, which extends from its one output, to the charging air duct 7. In the case of the example of figure 1 a check valve 31 is provided in the duct 30 and only permits flow in the direction of air supply. In order to prevent the production of a negative pressure gradient toward the compressor 6 of the exhaust gas turbocharger 2, a check valve 33 is provided in the duct section 7' of the charging air duct 7, which extends between the output of the compressor 6 and the point 32 of connection of the duct such check valve 33 only permitting flow in the direction of blowing of the compressor 6.

:.:is5 This ensures that the additional air supplied by the additional compressor 15 and having a higher pressure in the charging air duct 7 always flows downstream toward the charging air cooler 8 and via same into the charging air manifold duct 9.

In the following a description will be provided of various details of the individual components of the apparatus of the invention.

0 The high speed electric motor 16 is designed as regards its maximum speed of rotation in view of the size and power performance of the compressor 15 employed and S the type of the vanes of the compressor rotor 19 connected with it. The smaller the compressor 15, the higher the necessary speed of rotation. The speed of rotation can then also be in ranges of 100,000 rpm and more. As regards its power the high speed electric motor 16 is designed in accordance with the type and power performance of the additional compressor 15 connected with it and furthermore the cubic capacity of the associated internal combustion engine 1. The larger the cubic capacity, the higher the power performance the high speed electric motor 16 must be designed for.

The high speed electric motor 16 can be arranged separately in space from the second electrical machine 17 (see figures 2 and 3) and be united with the additional compressor 16 as a subassembly adjacent to exhaust gas turbocharger 2 externally on the internal combustion engine. It is not absolutely essential for it to be mounted near the exhaust gas turbocharger 2 in space, but if it is, the length of the ducts 7 and 30 will be short.

Alternatively to this it is possible for the high speed electric motor 16 with the second electrical machine 17 to be combined as a special purpose dual stage electrical machine unit see figure 1. In the example in accordance with figure 1 the two electrical machines 16 and 17 are combined within the electric motor machine unit coaxially, the high speed electric motor 16 constituting the internal part with a rotor 0 having a relatively small diameter, such rotor being surrounded by a common stator, o which in turn is surrounded by the second electrical machine 17.

When the second electrical machine 17 is provided exclusively as a generator and is technically and functionally designed for this purpose, it may be mounted externally on the internal combustion engine 1 at a suitable point and be driven from the crank shaft 13 of the internal combustion engine 1 via the drive system 21, which may be a belt drive or cylindrical gearing.

If the second electrical machine 17 is not to be run only as a generator but as a motor as a starter for the internal combustion engine 1 and possibly in addition at times 0 as an additional drive source, it will be designed for the fulfillment of such additional purposes technically, functionally and as regards its power capability. In this case the S" second electrical machine 17 is either as indicated in figure 1 so arranged that its shaft 22 and the pinion 23 carried thereon is permanently engaged with the ring of gear teeth 14 on the flywheel 12 and via same with the crank shaft 13. The alternative to this is illustrated in figure 3. Here the second electrical machine 17 adapted to function as a e generator, a starter and possibly furthermore as an additional drive source, is arranged coaxially to the crank shaft 13 at one end of the internal combustion engine 1.

In this respect the housing 35 of the of the electrical machine is flange mounted with the stator 36 on the on the crank shaft housing and the rotor 37 of the electrical machine 17 is connected with the crank shaft 13 of the internal combustion engine 1.

Reference numeral 38 indicates a connection bushing joined with the regulator unit 18 via a duct 39, such bushing being able to be connected with an external electrical power supply, by which when required (for example for charging purposes or experimentally or for testing purposes) electrical power can be supplied.

In addition to certain power components the regulator unit 18 includes a microprocessor, input and output periphery items, and data and program storage means for regulating and control purposes, said components being connected together by means of a data bus system. In the data storage means characteristics and operational data of the internal combustion engine 1, of the electrical machines 16 and 17 and of the battery 27 and its energy output, are held. The regulator unit 18 receives various true or actual value signals relevant for the operation of the internal combustion engine 1, such signals being supplied via suitable signal lines 34, and processes such signals using a program for comparison with stored data of sets of characteristics.

1 .5 Accordingly the operation of the high speed electric motor 16 may be so influenced that in every operational mode of the internal combustion engine 1, that is to say both during traction operation and also during use of the engine as a brake, additional air, which increases power at the optimum rate and optimum adaptation of pressure, is able to be supplied for the required time by means of the compressor rotor 19, operated at the 2 o appropriate speed of rotation, of the compressor 15, to the internal combustion engine 1.

o. The compressor 15 supplying the additional air is accordingly able to be run in the entire set of operational characteristics of the internal combustion engine 1, the power of the high speed electric motor 16 being able to be set as may be required. The 2 5 electric motor 16 may however also should not additional air be required be put out of operation by an appropriate command from the regulator unit 18.

During the acceleration of the rotor 19 of the compressor 15 supplying the additional air by means of the high speed electric motor 16 the electrical power needed for this is provided by the second electrical machine 17, operated as a generator, and/or by the battery 27, the size of the relative power fractions being set by intelligent management of the speed of rotation using the regulator unit 18 in such a manner that maximum additional loading of the battery 27 is not exceeded.

Using an apparatus as described above the method of the invention may be employed as follows for increasing the power of an internal combustion engine: By means of the high speed electric motor 16, which within fractions of a second may change its speed of rotation to run up to, for instance, 80,000 rpm and more, provides an output power of approximately 5 to approximately 30 kW, and gets the necessary electrical energy via the regulator unit 18 from the second electrical machine 17, which is driven as a generator by the crank shaft 13 of the internal combustion engine 1 mechanically, and/or the battery 27, and by means of the compressor whose rotor 19 is connected with the shaft 20 of the high speed electric motor 16 and is provided in addition to the exhaust gas turbocharger 2, additional air may be supplied with an absolute pressure of up to 3 bar. In this case the operation of the computerized electrical/electronic regulator unit 18 means that the operation of the two electrical machines 16 and 17 and furthermore charging of the battery 17 and the provision of power therefrom for operation of the electrical machines 16 and 17 on the basis of predetermined regulation strategies, the operation of the high speed electric motor 16 being so controlled that in every operational mode of the internal combustion engine 1, that is to say both in the course of traction operation and also during use as a brake, additional air, which increases power, is offered by means of the rotor 19, run at a ooooo suitably high speed of rotation, of the additional compressor 15 and is supplied to the internal combustion engine 1.

The supply of the additional air by the additional compressor 15 occurs here over the full range of characteristics of the internal combustion engine 1 by suitably adapted adjustment of power of the high speed electric motor 16 in accordance with needs.

When the internal combustion engine 1 is not operational and no additional air is necessary, the high speed electric motor 16 and, respectively, its power supply is turned off by suitable commands from the regulator unit 18.

During such supply of additional air it is possible for the high speed electric motor 16 driving the compressor rotor 19 to obtain the electrical power necessary for driving it both from the second electrical machine 17 and also from the battery 27, intelligent management of the speed of rotation by the regulator unit 18 ensuring a division up of the power fractions in such a manner that maximum loading of the battery 27 not being exceeded.

In the following a description will be given by way of example of the regulation strategies, produced by the regulator unit, for the operation of the high speed electric motor 16 driving the rotor 19 of the additional compressor 15, as for instance in connection with an internal combustion engine 1 driving a motor vehicle. These strategies of regulation are as follows: 0*o A) Use of the engine as a brake: as soon as braking with the engine is initiated and the regulator unit 18 receives a corresponding signal via the signal line 34, the unit 18 o causes maximum acceleration of the high speed electric motor 16 to the maximum *;0.15 drive power with exclusive power supply from the second electrical machine 17 operated as a generator and then there will be steady state operation of the high speed electric motor 16 at maximum allowable power, input power thereto being provided by the second electrical machine 17, operated as a generator, and/or the battery 27. That is to say, additional air is supplied by the compressor 15 at a high 20 rate and at a high pressure, this meaning that during braking with the engine the braking effect or braking power of the engine brake means internally present in the o. internal combustion engine is substantially increased owing to higher degree of charging of the cylinders with the additional air supplied. Should the full braking effect of the engine not be required, for instance as part of a braking strategy, the high speed electric motor 16 is switched off.

B) For acceleration in a manner dependent on speed of rotation or in the case of a sudden change in power of the internal combustion engine: 1) As soon as, starting with a gear engaged, after clutch operation in gear changing operation is performed by the driver and the regulator unit 18 has received a respective signal via the line 34, the unit 18 will cause there to be an acceleration of the high speed electric motor 16 up to approximately /4 to of the maximum speed of rotation by supply of power exclusively from the electrical machine 17 run as a generator.

2) As soon as after a gear changing operation and the above mentioned measures there is an operation of the gas or accelerator pedal by the driver and the regulator unit 18 has received a respective signal via a signal line 34 as regards the detected path of actuation and the detected speed of operation of the pedal, the regulator unit translates the requirement for acceleration signalized by the pedal into a further increase in the speed of rotation of the high speed electric motor 16 by supply of energy from the second electrical machine 17, which is run as a generator. In case of need additional energy can be taken from the battery.

3) As soon as the vehicle is to be accelerated in gear from a steady state operation at a low speed of rotation of the internal combustion engine, something that is indicated by corresponding driver operation of the gas or accelerator pedal and which is communicated to the regulator unit 18 as regards the pedal stroke and the speed of actuation via the signal line 0 34, the regulator unit 18 causes the following to take place a) initially an increase in the speed of rotation of the high speed II electric motor 16 to approximately of the maximum speed of S" rotation by supply of power from the battery 27 and from the electrical machine 17 operated as a generator and b) following this a further increase in the speed of rotation of the high speed electric motor 16 to the level necessary by supply of energy from the second electrical machine 17 being run as a generator.

C) For semi-steady state speed operation of the internal combustion engine 1, dependent on the load and speed of rotation thereof, the speed of rotation of the high speed electric motor 16 and accordingly of the additional air supply by the compressor 15 is set with reference to a set of characteristics stored in the regulator unit 18 and if required altered and on reaching and detecting a sufficient supply of air for the internal combustion engine 1 the high speed electric motor 16 is turned off.

This means that in traction operation of the internal combustion engine 1 the so far existing turbo-gap is practically eliminated.

The reference to any prior art in this specification is not, and should not be taken as, an acknowledgment or any form of suggestion that that prior art forms part of the common general knowledge in Australia.

Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

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Claims

1. An apparatus for increasing the power of an internal combustion engine lo charged by means of an exhaust gas turbocharger and constituting the source of power of a vehicle or of stationary plant, characterized by the following features: a) in addition to the exhaust gas turbocharger a compressor is provided, b) the rotor of the additional compressor is connected with the shaft of a high speed electric motor, c) the high speed electric motor is adapted perform an extreme alteration in its speed of rotation within fractions of a second to for example 80,000 rpm and if necessary to higher speeds of rotation and to offer a maximum output power of approximately to approximately 30 kW, d) the high speed electric motor is supplied with the necessary electrical drive energy via an electrical/electronic, computerized regulator unit from a second electrical colie S: machine operated as a generator and/or from a battery, e) the second electrical machine is mechanically connected with the crank shaft of the internal combustion engine in a driving manner, f) the regulator unit regulates and controls the operation of the two electrical machines and furthermore the charging of the battery and the release of energy therefrom at least for driving the high speed electric motor on the basis of predetermined regulation strategies, g) the operation of the high speed electric motor and supply of energy to it from the second electrical machine operated as a generator and/or from the battery is able to be so influenced by the regulator unit that the rotor, driven at the correspondingly necessary speed of rotation, of the additional compressor is able in every mode of operation of the internal combustion engine, that is to say both during traction operate and also during operation as a brake, to supply additional air, said air increasing power output and being supplied with an optimum adaptation of rate and of absolute pressure of up to approximately 3 bar for the required period of time to the internal combustion engine.

2. The apparatus as claimed in claim 1, characterized in that the high speed electric motor is separated in space from the second electrical machine, and is combined with the additional compressor as a subassembly placed adjacent to the exhaust gas turbocharger on the internal combustion engine.

3. The apparatus as claimed in claim 1, characterized in that the high speed electric motor and the second electrical machine are combined together in a separate o dual stage electrical machine unit.

4. The apparatus as claimed in claim 3, characterized in that the high speed electric motor and the second electrical machine are combined one inside the other coaxially, the high speed electric motor constituting the inner part with a rotor of relatively small diameter, which is surrounded in a common external housing by o* common stator, which is surrounded by the rotor of the second electrical machine.

The apparatus as claimed in claim 1 and claim 2, characterized in that the second electrical machine, if same is provided exclusively as a generator, is adapted in function and as regards power to this purpose and is arranged externally on the internal combustion engine and is mechanically connected in a driving manner via a drive system such as a gearing or a belt drive with the crank shaft of the internal combustion engine.

6. The apparatus as claimed in any one of the claims 1 through 4, characterized in that the second electrical machine, if it is not only adapted for use as a generator but also as a starter and possibly furthermore as an additional drive source, is functionally and as regards its power adapted to such purposes production of electrical energy which operated as a generator, provision of a corresponding drive power for starting the internal combustion engine and if necessary supporting driving operation of the internal combustion engine when operated as a prime mover.

7. The apparatus as claimed in claim 6, characterized in that the second electrical machine has its shaft drivingly connected with the gear ring for the starter on the flywheel of the internal combustion engine or is connected with the crank shaft via a gearing system.

8. The apparatus as claimed in claim 6, characterized in that the second electrical machine adapted to act as a generator, starter and possibly as an additional drive source is arranged coaxially to the crank shaft of the internal combustion engine at the end of same, the housing of the electrical machine being flange mounted at the stator on the crank shaft housing and the rotor is connected with the crank shaft of the internal combustion engine.

9. The apparatus as claimed in claim 1, characterized in that upstream via a supply duct the additional compressor is adapted to draw air from the atmosphere or from a charging air duct, which adjoins the output of the compressor of the exhaust gas turbocharger and leads to the charging air manifold via a charging air cooler, and to supply compressed additional air via its output and an additional air duct into the charging air duct and thence into a region between a check valve and the charging air cooler.

A method for increasing the power of an internal combustion engine charged with an exhaust gas turbocharger and constituting the prime mover of a vehicle or of stationary plant, characterized in that by means of a high speed electric motor which is adapted perform an extreme alteration in the speed of rotation within fractions of a second to for example 80,000 rpm and if necessary to higher speeds of rotation and to offer a maximum output power of approximately 5 to approximately 30 kW, is supplied with the necessary electrical drive energy via regulator unit from a second electrical machine operating as a generator and driven by the crank shaft of the internal combustion engine and/or a battery and by means of a compressor whose rotor its connected with the shaft of the high speed electric motor and is provided in addition to 0* the exhaust gas turbocharger additional air at an absolute pressure of up to approximately 3 bar is supplied and in that by means of a computerized electrical/electronic regulator unit the operation of the two electrical machines and furthermore the charging of the battery and the supply of energy therefrom is regulated on the basis of predetermined regulation strategies and in this respect the operation of the high speed electric motor is so controlled that additional air, which increases power output is offered in every mode of internal combustion engine, that is to say both during S traction operation and also during operation as a motor brake, with an optimum adaptation of rate and an optimum adaptation of pressure for the required period of time by means of the compressor rotor driven at the respectively necessary speed of rotation and is supplied to the internal combustion engine.

11. The method as claimed in claim 10, characterized in that the supply of additional air by the rotor of the additional compressor takes place over the entire set of characteristics of the internal combustion engine by a power adaptation suitably set in accordance with needs of the high speed electric motor, it being possible for the high speed electric motor to be put out of operation by corresponding commands of the regulator unit, when the supply of additional air is not necessary.

12. The method as claimed in claim 10, characterized in that the supply of the electrical energy necessary for the acceleration and the operation of the rotor of the compressor by means of the high speed electric motor takes place from the battery and/or the second electrical machine on the basis of intelligent management of the speed of rotation and with a division up of the power fractions in such a manner that a maximum allowable loading of the battery is not exceeded, said battery being supplied during generator operation of the second electrical machine by said generator.

13. The method as claimed in claim 10, in the case of application to a vehicle with a gear changing transmission, an associated clutch and electrical detection of actuation of a gas or accelerator pedal, characterized by the following regulation strategies for operation of the high speed electric motor driving the rotor of the additional compressor: A) for use of the engine as a brake: increase in speed of rotation at a maximum rate of the high speed electric motor to maximum drive power by supply of energy exclusively from the second electrical machine run as a generator, followed by steady state operation at maximum permitted power with supply of energy from the second electrical machine and/or the battery and if the full brake effect of the engine is no longer required putting said high speed electric motor out of operation, B) for acceleration in manner dependent on speed of rotation or in the case of a desired sudden increase in power of the internal combustion engine: 1) while starting with a gear engaged, after clutch operation a gear changing operation is perforemed, increasing the speed of rotation of the high speed electric motor to between approximately and approximately of the maximum speed of rotation by supply of energy exclusively from the second electrical machine operated as a generator, 2) after following operation of the gas or, respectively, accelerator pedal, a further pedal stroke and speed dependent increase in the speed of rotation of the high speed electric motor to the necessary value by supply of energy from the second electrical machine operated as a generator, and if necessary from the battery, 3) while still in gear from semi-steady state operation of the internal combustion engine and on corresponding operation of the gas or, respectively, accelerator pedal, in a manner dependent on the pedal stroke and speed of actuation: a) firstly an increase in the speed of rotation of the high speed electric motor to approximately Y2 of the maximum speed of rotation by supply of energy from the battery and the second electrical machine operated as a generator and b) a further increase in the speed of rotation of the high speed electric motor to the necessary speed of rotation by the supply of energy from the second electrical machine operated as a ****generator, 4) for steady state operation of the internal combustion engine under a heavy load and at a low speed of rotation: setting and changing the speed of rotation on the basis of a predetermined set of stored characteristics and on reaching a sufficient supply of air to the 0internal combustion engine, putting the high speed electric motor out of operation. 0"

14. The apparatus for increasing the power of an internal combustion engine charged by means of an exhaust gas turbocharger in accordance with claim 1, substantially as described hereinbefore with reference to, and as illustrated in, figure 1 of the accompanying drawings.

The apparatus for increasing the power of an internal combustion engine charged by means of an exhaust gas turbocharger in accordance with claim 1, substantially as described hereinbefore with reference to, and as illustrated in, figure 2 19 of the accompanying drawings.

16. The apparatus for increasing the power of an internal combustion engine charged by means of an exhaust gas turbocharger in accordance with claim 1, substantially as described hereinbefore with reference to, and as illustrated in, figure 3 of the accompanying drawings. a. e I So l* P:OPER\GCP\48759.doc-30/09/03

17. Apparatus for increasing the power of an internal combustion engine substantially as hereinbefore described with reference to the drawings and/or Examples.

18. A method of increasing the power of an internal combustion engine substantially as hereinbefore described with reference to the drawings and/or Examples. DATED this 29 th Day of September, 2003 MAN Steyr AG by its Patent Attorneys DAVIES COLLISON CAVE S *o°