DE112011104763B4 - Fat fuel mixture Super turbocharged drive system - Google Patents

Abstract

A method of improving the performance of a rich fuel mixture propulsion system (100) comprising: a super turbocharger (104) having a turbine (106) and a compressor (108); providing a catalyst (116) from the propulsion system (100) exhaust gases (230) are supplied and in which an exothermic reaction takes place which increases the heat of the exhaust gases (230), thereby producing converted hot exhaust gases (284) at the exit of the catalyst (116); Mixing a portion of the charge air (288) with the converted hot exhaust gases (284) from the catalyst (116) to produce a gas mixture (286) having a temperature not exceeding a predetermined maximum temperature to thereby damage on the turbine (106) of the super turbocharger (104), driving the turbine (106) with the gas mixture (286), transferring excess mechanical rotational energy of the turbine (1 06) from the turbine to a driveline (112) to prevent the excess mechanical rotational energy from rotating the turbine (106) at speeds that would cause damage to the compressor (108).

Description

BACKGROUND OF THE INVENTION

Super turbochargers are suitable devices to increase the performance and / or efficiency of internal combustion engines. A smaller, more efficient engine using a super turbocharger can deliver the same power as a large, less efficient engine, thereby increasing the overall efficiency of the system. Super turbochargers have at least one compressor and at least one turbine coupled to a power transmission that transmits power to or receives power from a powertrain, the latter being connected or otherwise coupled to the engine, a crankshaft, or a vehicle transmission when the engine used in a vehicle. In this way, super turbochargers can increase the performance of a piston engine, regardless of whether the engine is used in a vehicle, for power generation or for other purposes.

The DE 100 62 377 B4 discloses an apparatus for heating an exhaust catalyst arranged in an exhaust gas turbine for a supercharged internal combustion engine. The device comprises an exhaust gas turbocharger whose compressor arranged in the intake tract of the internal combustion engine is driven by means of a shaft by a turbine arranged in the exhaust gas tract of the internal combustion engine. On the shaft, an electric motor is arranged, which additionally drives the compressor of the exhaust gas turbocharger independently of the turbine of the exhaust gas turbocharger in certain operating points of the internal combustion engine. Furthermore, a branch is provided downstream of the compressor, via which at least part of the air compressed by the compressor can be branched, wherein the branch is connected to the exhaust tract upstream of the exhaust gas catalytic converter of the internal combustion engine, so that secondary air is introduced into the exhaust gas tract when the compressor is switched on ,

The JP 61070116 A concerns a turbocharged machine. In order to effectively eliminate a turbo lag in an engine when it is accelerated by fully opening a bulkhead, an amount of air introduced from an air intake passage provided upstream of a catalyst is adjusted by accelerating means, temperature detecting means and pressure detecting means. An exhaust gas turbine which operates a compressor provided in an intake passage is disposed in an exhaust passage. A catalyst device is provided upstream of the exhaust gas turbine. The engine acceleration is detected by an acceleration detecting means, an intake temperature of the exhaust turbine by a temperature detecting means, and an intake side pressure of the exhaust turbine by a pressure detecting means. A control means receiving a signal from these detection means sets an amount of air introduced from an air introduction passage.

The DE 10 2008 032 604 A1 relates to a method for adjusting a state of an exhaust gas flow of an internal combustion engine of a motor vehicle. This is done with a compressed air source for generating an air mass flow for supplying the internal combustion engine with combustion air, by means of a burner opening into the exhaust gas stream at a junction. In order to permit an improved state adjustment, branching of a secondary air mass flow at a branch point downstream of the compressed air source into the burner is provided for supplying the burner with combustion air and raising or setting a pressure gradient from the branch point to the confluence point.

BRIEF DESCRIPTION OF THE INVENTION

An embodiment of the invention may therefore include a method of improving the performance of a propulsion system equipped with a super turbocharger, the propulsion system including an engine operating on a rich fuel mixture comprising: generating a charge air amount from a compressor in response a control signal; Mixing the charge air amount with exhaust gases from the engine to produce a mixed gas of the exhaust gases and the charge air; Introducing the gas mixture into a catalyst; Determining the oxygen level in the gas mixture entering the catalyst; Detecting the temperature level of the gas mixture leaving the catalyst; Controlling the amount of charge air in response to the oxygen level to provide a sufficient amount of charge air to substantially oxidize hydrocarbons and carbon monoxide contained in the gas mixture in the catalyst while maintaining a predetermined and substantially optimum temperature level for the gas mixture; and forwarding the gas mixture to a turbine of the super turbocharger to drive the super turbocharger.

An embodiment of the invention may further include a propulsion system operating on a rich fuel mixture, comprising: a super turbocharger having a turbine and a compressor; an additional compressor providing a charge air amount in response to a control signal; a mixing chamber that mixes exhaust gases from the propulsion system with the amount of charge air to produce a mixture of the exhaust gases and the charge air; one with the mixing chamber connected catalyst, which receives the gas mixture; an oxygen sensor that detects the respective oxygen content of the gas mixture entering the catalyst and generates an oxygen sensor signal; a temperature sensor that detects the temperature level of the gas mixture from the catalyst and that generates a temperature sensor signal; a controller that generates a control signal in response to the oxygen sensor signal and the temperature sensor signal so that the amount of charge air supplied from the additional compressor to the catalyst is sufficient for the catalyst to substantially oxidize the hydrocarbons and the carbon monoxide in the gas mixture while a predetermined one and maintaining substantially optimum temperature level for the gas leaving the catalyst gas mixture; and passing the gas mixture to the turbine to drive the super turbocharger.

An embodiment of the invention may further include a method of improving the performance of a propulsion system having a super turbocharger driven by a turbine coupled to a compressor, comprising: providing a catalyst that receives the exhaust gases from the propulsion system and in which an exothermic reaction takes place through which heat is supplied to the exhaust gases to obtain converted hot exhaust gases at the exit of the catalyst; Providing charge air from a compressor; Mixing a portion of the charge air with the converted hot exhaust gases from the catalyst to produce a gas mixture having a temperature not exceeding a predetermined maximum temperature such that damage to the turbine of the super turbocharger is avoided; Driving the turbine with the gas mixture; and transferring excess mechanical rotational energy of the turbine, which would otherwise result in overspeed of the turbine with damage to the compressor, from the turbine to a driveline.

An embodiment of the invention may further include a method for improving the performance of a super turbocharged propulsion system, comprising: providing a drive motor; Providing a catalyst connected to an exhaust gas outlet close to the engine and receiving the exhaust gases from the engine thereby causing an exothermic reaction in the catalyst to deliver additional energy to the exhaust gases and producing catalyst exhaust gases at the outlet of the catalyst; which are hotter than the engine exhaust; Providing a charge air flow to the engine inlet; Providing an additional charge air flow; Mixing the additional charge air with the catalyst exhaust gases downstream of the catalyst to produce a gas mixture of the catalyst exhaust gases and the additional charge air; Generating a control signal to control the flow of additional charge air into the mixing chamber to maintain the gas mixture below a maximum temperature; Introducing the gas mixture into a turbine which generates mechanical rotational energy in the turbine in response to the flow rate of the gas mixture; Transmitting the mechanical rotational energy of the turbine from the turbine to the compressor utilizing the mechanical rotational energy of the turbine to compress air and to produce the charge air when the flow rate of the gas mixture through the turbine is sufficient to drive the compressor; Extracting at least a portion of the mechanical rotational energy of the turbine from the turbine and transferring the portion of mechanical rotational energy from the turbine to a drive train when the portion of the mechanical rotational energy of the turbine is not needed to drive the compressor; and providing mechanical rotational energy of the powertrain from the driveline to the compressor to prevent turbocharging when the flow rate of the gas mixture through the turbine is insufficient to drive the compressor.

An embodiment of the invention may further comprise a super-turbocharged drive comprising: a drive motor; a catalyst connected to an exhaust pipe proximate the exhaust outlet of the engine such that the hot exhaust gases from the engine exert an exothermic reaction in the catalyst whereby additional energy is delivered to the hot exhaust gases and converted exhaust gases are generated; a compressor connected to an air source that generates charge air that is supplied to the inlet of the engine; an additional compressor which generates a flow of additional charge air having a pressure higher than the pressure level of the exhaust gases; a connecting line that supplies the additional charge air to the converted exhaust gases so that the additional charge air is mixed with the converted exhaust gases to produce a gas mixture; a turbine that is mechanically coupled to the compressor and generates mechanical rotational energy in the turbine from the exhaust gases; a controller that generates a control signal that controls the amount of additional charge air to maintain the gas mixture below a maximum temperature; a transmission that transmits mechanical rotational energy of the powertrain from the driveline to the compressor to reduce the turbo lag when the exhaust flow through the turbine is insufficient to bring the compressor to the desired boost pressure and the excess mechanical rotational energy of the turbine from the Turbine takes to keep the speed of the compressor below a predetermined maximum speed, from which the compressor would take damage.

An embodiment of the invention may further include a method to increase the performance of a reciprocating engine system having a superturbocharger: introducing the exhaust gases from the piston engine system in a NO _x -converter that converts the exhaust gases to NO _x -umgewandelte gases to produce; Generating a charge air amount by a compressor in response to a control signal; Mixing the amount of compressed air to the NO _x -umgewandelten gases to produce a gas mixture of the NO _x -umgewandelten gases and the charge air; Introducing the gas mixture into a hydrocarbon / carbon monoxide converter to produce hydrocarbon / carbon monoxide converted gases; Detecting the temperature level of the hydrocarbon / carbon monoxide converted gases; Regulating the amount of charge air to adjust the temperature level of the hydrocarbon / carbon monoxide converted gases to a desired temperature level.

An embodiment of the invention may further include a method to increase the performance of a reciprocating engine system having a superturbocharger: introducing the exhaust gases of the piston engine system in a NO _x -converter that converts the exhaust gases to NO _x -konvertierte gases to produce; Generating a first charge air amount; Mixing the first charge air amount with the NO _x -converted gases to produce a first mixed gas of the NO _x -converted gases and the charge air; Introducing the first gas mixture into a hydrocarbon / carbon monoxide converter to produce hydrocarbon / carbon monoxide converted gases; Generating a second amount of charge air; Mixing the second charge air amount with the hydrocarbon / carbon monoxide converted gases to cool the hydrocarbon / carbon monoxide converted gases to a desired temperature to produce cooled hydrocarbon / carbon monoxide converted gases; and driving a turbine of the super turbocharger with the cooled hydrocarbon / carbon monoxide converted gases.

An embodiment of the invention may further include a super-turbocharged propulsion system including: a piston engine that generates exhaust gases; a NO _x converter connected to receive the exhaust gases and to generate NO _x -converted gases; a compressor connected to an air source that generates charge air supplied to the inlet of an engine; a recirculation valve that delivers a portion of the charge air, which is mixed with the NO _x -umgewandelten gases to produce a gas mixture; a hydrocarbon / carbon monoxide converter connected to receive the gas mixture and to oxidize hydrocarbons and carbon monoxide in the gas mixture to produce a hydrocarbon / carbon monoxide converted gas mixture; and a turbine connected to receive the hydrocarbon / carbon monoxide gas mixture and to generate mechanical rotational energy in the turbine from the hydrocarbon / carbon monoxide converted gas mixture.

An embodiment of the invention may further include a super-turbocharged propulsion system including: a piston engine that generates exhaust gases; a NOx-converter connected to receive the exhaust gases and produce NO _x -umgewandelte gases; a compressor forming a source of charge air; a connection line that introduces the charge air into the NO _x -converted gases so that the NO _x -converted gases are mixed with the charge air to generate a gas mixture; a hydrocarbon / carbon monoxide converter connected to receive the gas mixture and to oxidize hydrocarbons and carbon monoxide in the gas mixture to produce a hydrocarbon / carbon monoxide converted gas mixture; and a turbine connected to receive the hydrocarbon / carbon monoxide gas mixture and to generate mechanical rotational energy in the turbine from the hydrocarbon / carbon monoxide converted gas mixture.

list of figures

• 1 Figure 3 is a simplified one-line diagram of one embodiment of a super-turbocharged engine in accordance with the teachings of the invention.
• 2 is a schematic representation of another embodiment of a highly efficient super-turbocharged drive system.
• 3 is a schematic representation of another embodiment of a highly efficient super-turbocharged drive system.
• 4 is another embodiment of a high efficiency super turbocharged propulsion system.
• 5 is another embodiment of a high efficiency super turbocharged propulsion system.
• 6 is another embodiment of a high efficiency super turbocharged propulsion system.
• 7 is a graphical representation of the operating temperatures of a catalyst.
• 8th is another embodiment of a high efficiency super turbocharged propulsion system.
• 9 is another embodiment of a high efficiency super turbocharged propulsion system.
• 10 is another embodiment of a high efficiency super turbocharged propulsion system.
• 11 is another embodiment of a high efficiency super turbocharged propulsion system.
• 12 is another embodiment of a high efficiency super turbocharged drive system.
• 13 is another embodiment of a high efficiency super turbocharged propulsion system.
• 14 is another embodiment of a high efficiency super turbocharged propulsion system.
• 15 A is another embodiment of a high efficiency super and 15 B turbocharged propulsion system.
• 16 is another embodiment of a high efficiency super turbocharged propulsion system.
• 17 is another embodiment of a high efficiency super turbocharged propulsion system.
• 18 is a schematic representation of another embodiment of a catalyst.

DETAILED DESCRIPTION OF THE EMBODIMENTS

1 is a simplified illustration of one embodiment of a high efficiency super turbocharged propulsion system 100 according to the teaching of the invention. It will be apparent to those skilled in the art from the following description that such a super-turbocharged drive system 100 especially for gasoline spark ignition engines used in passenger cars and commercial vehicles, and therefore the illustrative examples discussed herein for better understanding of the invention are related to such use environment. However, it should be noted that the embodiments of the system according to the invention 100 can also be used in other operating environments, such as in stationary power generation plants and other stationary machines, the examples are only illustrative and without restrictive effect.

How out 1 The system includes 100 a drive motor 102 who has a super turbocharger 104 uses the power of the drive motor 102 to increase. Generally, a super turbocharger includes a compressor and a turbine connected together by a turbine shaft. Other methods for coupling compressor and turbine were realized. Furthermore, the super turbocharger has a transmission that transmits power between the turbine shaft and the power train or powertrain of the vehicle. For example, the transmission can be mechanically coupled with the crankshaft of a drive motor, with the vehicle transmission or with other parts of the drive system or the power transmission. These are collectively referred to as a powertrain. The transmission can be designed as a mechanical transmission with gears, as a hydraulic or pneumatic transmission, as a friction gear or as an electric power transmission. An electric motor generator may be coupled to the turbine shaft and drive the turbine shaft or driven by the turbine shaft thereby generating electrical energy. The electrical energy generated by the motor generator can be used simply to generate electricity, to charge batteries or to operate motor generators that serve as a drive of a vehicle, or cause the auxiliary drive in a hybrid vehicle. In this regard, the super-turbocharged drive system 100 be designed and used for the purpose of generating electrical energy for a system of an electric vehicle, or it may, as in the case of a hybrid vehicle system, simultaneously used for the generation of electrical energy and as a mechanically acting auxiliary drive of the vehicle.

As 1 shows includes the super turbocharger 104 a turbine 106 , a compressor 108 , and a gearbox 110 that with the crankshaft 112 of the drive motor 102 or other parts of the drive train is connected. Although not required in all embodiments, the illustrated embodiment of the 1 also a charge air cooler 114 to increase the density of the compressor 108 to the drive motor 102 conveyed air to that of the drive motor 102 further increase available power.

Super turbochargers have certain advantages over turbochargers. A turbocharger uses a turbine, which is driven by the exhaust gas of the drive motor. The turbine is connected to a compressor which compresses the intake air supplied to the cylinders of the drive motor. The turbine in a turbocharger is driven by the exhaust gas from the drive motor. Therefore, when accelerating, the prime mover first experiences a power hole until sufficient hot exhaust gas is available to allow the turbine to take up rotational speed and bring a compressor mechanically coupled to the turbine to sufficient boost pressure. To reduce the performance hole, will be typically smaller and / or lighter turbochargers are used. The lower inertia of the light turbochargers allows for their very rapid acceleration, thus minimizing the power hole.

Unfortunately, such smaller and / or lighter turbochargers can be accelerated to overspeed when operating at high engine speeds where high volumes of exhaust and high temperatures occur. To avoid such overspeed events, conventional turbochargers include a wastegate valve disposed in the exhaust pipe upstream of the turbine. The wastegate valve is a pressure controlled valve that carries a portion of the exhaust around the turbine when the discharge pressure of the compressor exceeds a predetermined threshold. The limit is set to a pressure less than the pressure at which the turbocharger reaches overspeed. Unfortunately, this leads to a loss of some of the energy that can be extracted from the exhaust gases of the engine.

Recognizing that conventional turbochargers compromise low-end performance for high performance, devices known as super turbochargers have been developed. Such a super turbocharger is in the U.S. Patent 7,490,594 entitled "Super Turbocharger", issued on February 17, 2009 and assigned to the assignee of the instant application. This application is expressly incorporated herein by reference in its entirety.

As described in the above referenced application, in a super turbocharger, the compressor is driven by the crankshaft of the prime mover via a transmission that is coupled to the engine during low engine speed operation when there are insufficient engine exhaust gases to drive the engine Turbine are available. The mechanical energy delivered by the engine to the compressor reduces the turbo lag problem associated with conventional turbochargers and allows the use of larger or more efficient turbines and compressors.

The in 1 illustrated super turbocharger 104 provides charge air from the compressor 108 to the drive motor 102 without experiencing the problem of the turbocharger of a conventional turbocharger in the lower power range, and without suffering in the upper power range energy losses in recoverable from the engine exhaust gas supplied to the turbine. These benefits are made possible by the inclusion of the transmission 110 achieved during various operating conditions of the engine 102 Power both from the crankshaft 112 remove the engine as well as can transfer to the compressor 108 to drive or the turbine 106 to charge.

When starting, when conventional turbochargers show a turbo lag, because the power from the exhaust heat of the engine for the operation of the turbine is not sufficient, causes the super turbocharger 104 a charge, taking over the gearbox 110 Power from the crankshaft 112 is removed to the compressor 108 to drive sufficient charge pressure for the drive motor 102 provide. When the engine is at speed and the power available from the engine exhaust heat for the operation of the turbine 106 is sufficient, through the transmission 110 from the crankshaft 112 reduced power reduced. Then the turbine takes over 106 the provision of drive power to the compressor 108 to the inlet air for the drive motor 102 to condense.

As the engine speed increases, the energy available from the exhaust heat of the engine increases to the point where the turbine is 106 in a conventional turbocharger would accelerate to overspeed. In the super turbocharger 104 on the other hand, the excess energy from the exhaust heat of the engine, that of the turbine 106 is fed through the transmission 110 to the crankshaft 112 the engine is discharged, the compressor 108 maintained at the appropriate speed to the optimum boost pressure for the drive motor 102 to deliver. If more output from the exhaust heat of the engine 102 is available through the turbine 106 More power is generated by the transmission 110 to the crankshaft 112 is discharged while that of the compressor 108 supplied boost pressure is maintained. The load of the turbine 106 through the transmission 110 prevents overspeed of the turbine 106 and maximizes the efficiency of the energy derived from the engine exhaust. A conventional wastegate is therefore not needed and no energy is lost through a wastegate.

While in a conventional super turbocharger for driving the turbine 106 available power is strictly limited to the power to be extracted from the engine exhaust gases, the turbine is 106 able to produce significantly more power when the thermal energy and mass flow to the turbine blades can be fully utilized and / or further increased. The turbine 106 however, it can not operate above a certain temperature without being damaged, and the mass flow in the conventional manner is limited to the exhaust gases emitted by the drive motor 102 be delivered.

Because of this realization, the embodiment of the system 100 in a position, to gain additional energy from the exhaust gases while keeping the turbine 106 to protect against high temperature transients. In one embodiment, the catalyst is 116 Located upstream of the turbine in the vicinity of the exhaust manifold, which allows exothermic reactions that lead to an increase in the exhaust gas temperature during continuous operation at high speed or high load of the engine. To cool the exhaust before it gets to the turbine, part of the compressor 108 generated charge air via a controllable return valve 118 introduced directly into the exhaust pipe upstream of the turbine and added to the engine exhaust, which is the catalyst 116 leave. The colder intake air 122 expands and cools the exhaust gas and introduces additional mass into the exhaust stream, thereby further increasing the performance of the super turbocharger turbine, as further described below. As more cooling air is supplied to the hot exhaust gases to maintain the temperature of the combined mass flow to the turbine at the optimum temperature, energy and mass flow to the turbine blades also increase. This increases the power delivered by the turbine to drive the crankshaft of the engine.

In order not to interfere with the stoichiometric reaction in the catalyst, the return air from the compressor is supplied downstream of the catalyst. In such an embodiment, the exhaust gas of the engine is passed through the catalyst, wherein the temperature of the exhaust gas is increased by the exothermic reaction. Subsequently, the return air is supplied from the compressor and expanded, thereby increasing the overall mass flow to the turbine. The embodiments of the invention control the amount of compressed air recirculated to cool the exhaust and drive the turbine, thereby ensuring that the combination of the cooler return air from the compressor and the engine exhaust reaches the turbine at an optimum temperature for turbine blade function.

Since the in 1 illustrated catalyst 116 has a high thermal mass causes the catalyst 116 First, a thermal damping, which prevents high temperature peaks to the turbine 106 reach. But there in the catalyst 116 If the reactions are exothermic in nature, the temperature may be that of the catalyst 116 Exiting exhaust gases will ultimately be higher than that of the catalyst 116 incoming exhaust gas. As long as the temperature of the exhaust gas entering the turbine is below the maximum operating temperature of the turbine 106 remains, the turbine takes no damage.

With continuous operation at high speed and high load of the engine 102 However, the outlet temperatures of the converted exhaust gas from the catalyst 116 the maximum operating temperature of the turbine 106 exceed. As stated above, the temperature of the exhaust gases from the catalyst 116 reduced by adding a portion of the charge air from the compressor 108 via the return valve 118 fed and with the exhaust gas from the catalyst 116 is mixed. Since fuel is not used as the coolant under such conditions, as is the case with conventional systems, a significantly improved fuel economy is achieved. In addition, the function of the transmission is controlled so that the compressor 108 can supply a sufficient amount of charge air to the optimum boost pressure for the drive motor 102 provide, and to the return valve 118 compressed return air to the turbine 106 to deliver. The from the turbine 106 excess power generated resulting from the increased mass flow of compressed air through the turbine is transmitted through the transmission 110 to the crankshaft 112 transfer, which further increases the fuel economy.

The outlet temperature of the charge air from the compressor 108 is typically between about 200 ° C and 300 ° C. A conventional turbine can operate optimally at about 950 ° C and gain energy from the gases, but not much more, without deformation or potential failure. Due to the material limits of the turbine blades, the optimum performance is achieved at about 950 ° C. Since the materials limit the exhaust gas temperature to about 950 ° C, by adding more air to increase the mass flow rate through the turbine at the temperature limit, eg 950 ° C, the turbine's output is increased.

Although such a rate of compressed recirculation air at 200 ° C to 300 ° C for reducing the temperature of the exhaust gases from the catalyst 116 helpful, it can be seen that the maximum power of the turbine 106 can be delivered when the temperature and mass flow within the thermal limits of the turbine 106 be maximized. Thus, in one embodiment, the amount of return air is controlled so that the combination of exhaust gas and recirculation air is maintained at or near the turbine's maximum operating temperature to maximize or significantly increase the power supplied to the turbine. Because normally not all the excess energy from the compressor 108 needed to get the optimal boost pressure for the drive motor 102 to deliver and to the return air from the compressor via the return valve 118 Provide excess power through the transmission 110 to the crankshaft 112 of the drive motor 102 or to the powertrain of a vehicle, thereby increasing the overall efficiency or performance of the drive motor 102 is increased.

As discussed above, in one embodiment, the connection for the return air from the compressor via the recirculation valve 118 a catalyst 116 as a thermal buffer between the drive motor 102 and the turbine 106 , Therefore, the air from the compressor is downstream of the catalyst 116 fed to not in the stoichiometric reaction in the catalyst 116 intervene. That is, in embodiments that are a catalyst 116 would use a supply of the return air from the compressor upstream of the catalyst 116 in an excessive supply of oxygen to the catalyst 116 result, so that in the catalyst 116 no stoichiometric reaction is required, which is required for proper operation, as described in detail below.

Because a higher efficiency of energy production by the turbine 106 is achieved when the temperature of the gas mixture of the return air from the compressor and exhaust gas at the turbine blades is close to the maximum (within the material limits of the turbine), the amount of the return valve 118 supplied return air from the compressor limited so as not to lower the temperature significantly below such optimum temperature. If the catalyst 116 generates more thermal energy via an exothermic reaction and the temperature of the converted exhaust gases from the catalyst 116 close to the maximum operating temperature of the turbine 106 increases, can return more air from the compressor via the return valve 118 be fed, what the mass flow and the turbine 106 delivered energy increased. If the amount of the catalyst 116 The thermal energy generated can be reduced by the amount of the return valve 118 supplied return air from the compressor also be withdrawn to avoid that more air is supplied as necessary, so that the temperature of the gas mixture is kept close to the optimum operating conditions.

In another embodiment, the system utilizes the recirculation valve under low speed, high load operating conditions 118 to return the cooler air from the compressor to the exhaust gas in front of the turbine to avoid pumping the compressor. Compressor pumps occur when the compressor pressure increases, but the mass flow to the drive motor remains low because the engine is running at low speed and does not require a high intake air flow rate. Pumping (or aerodynamic stalling) of the compressor due to low air flow through the compressor blades results in very rapid drop in compressor efficiency. In the case of a normal turbocharger, sufficient pumping may prevent the turbine from spinning. In the case of a super turbocharger, it is possible to use energy from the crankshaft of the engine to prime the compressor for pumping. Opening the return valve 118 Passes a portion of the charge air past the engine. This feedback avoids the pumping of the compressor and allows a higher boost pressure to the drive motor 102 , causing the drive motor 102 can deliver more power than would normally be possible at low engine speeds. Injecting the charge air into the exhaust gas upstream of the turbine maintains the total mass flow through the compressor so that the entire flow rate reaches the turbine, thereby minimizing the power required by the engine to charge to a high boost pressure level.

In another embodiment, an additional cold start control valve 120 be included for the operation of the engine with fat cold start mixture. During such a cold start of the engine, the exhaust gases from the drive motor 102 typically excess unburned fuel. Since the rich mixture is not stoichiometric, the catalyst can 116 The unburned hydrocarbons (UHC - unburnt hydrocarbons) in the exhaust gas do not completely oxidize. During this period, the cold start control valve 120 be opened to return air from the compressor to the inlet of the catalyst 116 to provide the additional oxygen needed to bring the rich mixture to stoichiometric levels. This becomes the catalyst 116 enables it to get up to operating temperature faster and more efficiently reduce emissions during the cold start event. When the engine is idling, no boost pressure would be available in a normal turbocharger to provide the return air. The gear ratio of the transmission 110 however, can be adjusted to bring the compressor to sufficient speed to provide the necessary pressure for the air flow through the valve 120 to create. In this regard, the control signal 124 be used to determine the ratio of the gearbox 110 adjust so that at idle sufficient speed from the output shaft 112 of the engine to the compressor 108 can be transferred, in particular during a cold start, to compress sufficient air through the cold start valve 120 flows and the catalyst 116 initiated with a sufficient amount of oxygen.

The need for supplemental oxygen is typically limited in a cold start event and often lasts for as little as 30 to 40 seconds. Many vehicles currently have a separate air pump to deliver this oxygen during the cold start event, with the relatively short time required for the operation of such an air pump to be comparatively significant in cost and weight. With the replacement of the separate air pump by the simple cold start control valve 120 become significant Savings in cost, weight and realized by lower complexity. Because the super turbocharger 104 the speed of the compressor 108 over the transmission 110 can regulate the cold start control valve 120 include a simple on / off valve. The amount of air that is delivered during the cold start event can thus by means of the control signal 124 by controlling the speed of the compressor 108 over the transmission 110 be managed.

The cold start control valve 120 can also be used during periods of extremely high operating temperatures when, despite the negative impact on fuel efficiency, fuel is used as coolant in the engine and / or catalyst 116 is used. As described in more detail below, the cold start control valve 120 provide the additional oxygen needed to bring the rich exhaust gas to stoichiometric levels, so that the catalyst 116 can completely oxidize the unburned hydrocarbon emissions in the exhaust gas. This brings with it a clear environmental benefit over previous systems.

In embodiments where the cold start control valve 120 is an on / off valve, the system can provide the cold start control valve 120 to vary the amount of charge air supplied to bring the exhaust gas to stoichiometric levels. Other types of variable flow control valves can also be used to perform the same function.

1 also discloses a controller 140 , The control unit 140 controls the function of the return valve 118 and the cold start valve 120 , The control unit 140 causes the air flow through the return valve to be optimized 118 under different conditions. The amount of air required for optimal operation by the recirculation valve 118 flows corresponds to the minimum air flow required as described above to establish a particular desired condition. There are two specific conditions where the controller is the recirculation valve 118 These are: 1) When operating the engine under low speed, high load conditions, the surge limit of the compressor is approached for a given boost demand; and 2) When the engine is operated under high-speed and high-load conditions, the temperature of the engine is approaching that of the turbine 106 entering gas mixture the temperature limits.

As in 1 shown, receives the control unit 140 the temperature signal 130 for the gas mixture from a temperature sensor 138 , which detects the temperature of the gas mixture from the cooling air from the compressor 108 by mixing with the catalyst 116 produced hot exhaust gases arises. In addition, the controller detects 140 the pressure signal 132 for the inlet pressure of the charge air, that of the pressure transmitter 136 generated in the line for the compressor 108 supplied charge air is arranged. Furthermore, an engine speed signal 126 and an engine load signal 128 that from the drive motor 102 or a throttle valve, to the controller 140 guided.

Regarding the control of the temperature of the gas mixture, which at high speed and high load conditions to the turbine 106 is delivered generates the control unit 140 Control signals to the return valve 118 to operate so that the temperature of the gas mixture is limited to a temperature which, in some cases, the operation of the turbine 106 maximized without becoming so high that the mechanical parts of the turbine 106 Get damaged. In one embodiment, a temperature of about 925 ° C is an optimum temperature for the gas mixture to operate the turbine 106 , When the temperature of the turbine 106 gas mixture starts to exceed the value of 900 ° C, the return valve 118 opened, so that charge air from the compressor 108 the hot exhaust gases from the catalyst 116 can cool before this in the turbine 106 enter. The control unit 140 may be designed for a temperature target of about 925 ° C with an upper limit of 950 ° C and a lower limit of 900 ° C. The limit of just above 950 ° C is a value at which when using conventional materials on the turbine 106 Damage can occur. Of course, the controller may be designed for different temperatures, depending on which particular types of components and materials in the turbine 106 be used. A conventional proportional / integrating / differentiating control logic element (PID) can be used in the control unit 140 be used to fulfill these control functions.

The advantage of regulating the temperature of the gas mixture flowing into the turbine 106 This is because the use of fuel in the exhaust gas to limit the inlet temperatures of the gas mixture to the turbine is eliminated, which increases the efficiency of the system. The use of the cooler charge air stream to cool the hot exhaust gases from the catalyst 116 requires a large amount of air, which has a large mass to achieve the desired lower temperatures of the gas mixture. The cooling of the hot exhaust gases from the catalyst 116 required amount of air is large, as the cooler charge air from the compressor 108 is not a good coolant, especially compared to liquid fuel, which is introduced into the exhaust gas. The hot exhaust gases from the outlet of the catalyst 116 cause an expansion of the cooler charge air from the compressor 108 to form the gas mixture. Because a large mass of the cooler charge air from the compressor 108 needed to determine the temperature of the hot exhaust gases from the catalyst 116 To reduce, flows a large mass flow of the gas mixture through the turbine 106 , which is the output power of the turbine 106 greatly increased. The turbine power increases by the difference in power from mass flow change minus the work required for compressing the charge air through the recirculation valve 118 flows. Based on the temperature signal 130 for the gas mixture from the temperature sensor 138 and by controlling the addition of charge air via the recirculation valve 118 the maximum temperature is not exceeded.

The control unit 140 also controls the return valve 118 to pumping the compressor 108 to limit. The pumping limit is a limitation depending on the boost pressure, the air flow through the compressor and the design of the compressor 108 varied. Compressor like the compressor 108 , which are typically used in turbochargers, exceed a surge line when the throughput of the inlet air 122 low and the pressure ratio between the inlet air 122 and the charge air is high. In conventional super turbochargers, the throughput of the intake air 122 low, if the engine speed 126 (min ^-1 ) is low. At low speed when the drive motor 102 no large amounts of charge air needed, is the mass flow of the inlet air 122 low, so that pumps occurs because of the rotating compressor 108 without sufficient throughput of inlet air 122 can not deliver air to a high pressure line. The return valve 118 gives the flow through the charge air line 109 free and prevents or reduces the pumping of the compressor 108 , When pumping the compressor 108 occurs, the pressure in the charge air line 109 can not be sustained. Therefore, under low speed and high load operating conditions of the drive motor 102 the pressure of the charge air in the charge air line 109 fall below the desired level. By opening the return valve 118 is the throughput of the inlet air 122 through the compressor 108 increased, especially at low speed and high load operating conditions of the engine, so that the desired boost pressure level in the charge pressure line 109 can be achieved. The return valve 118 can simply be opened until the desired pressure in the charge air line 109 is reached. However, just the boost pressure in the charge air line 109 monitors, pumps occur before the return valve 118 is opened to the compressor 108 from a pumping condition.

However, it is preferable to set a surge limit and the return valve 118 open in advance, before a pumping condition occurs. For a given speed and a desired boost pressure, a surge line can be set. The return valve 118 can start to open before the compressor 108 reaches the calculated surge limit. Early opening of the valve allows the compressor to ramp up to a higher boost pressure more quickly because the compressor remains closer to the points of higher efficiency within the operating parameters of the compressor. Thus, a rapid increase in the boost pressure at low speed can be achieved. By opening the valve prior to pumping, a more stable control system can also be achieved.

An opening of the return valve 118 in a way about the response of the drive motor 102 To improve, is achieved by the drive motor 102 faster obtains a higher boost pressure when the drive motor 102 running at a lower speed. The compressor 108 also works more efficiently, resulting in lower power for the transmission 110 results in supercharging. The regulation for limiting the pumping can be modeled using standard model-based simulation programs for regulations such as MATLAB. Such modeling allows simulation of the controller 140 and the automatic generation of code for the algorithms of the controller 140 ,

A model-based control system as described above is unique in that the use of the transmission 110 for controlling the speed of the turbine 106 and the compressor 108 causes the generation of the boost pressure without turbo lag. In other words, the transmission 110 can rotational energy from the crankshaft 112 lose weight to the compressor 108 to drive to the desired boost pressure in the charge air line 109 build up very fast, before the turbine 106 sufficient mechanical power is generated to the compressor 108 to bring to the desired pressure level. In this way, control functions in a conventional turbocharger to reduce the turbo lag are reduced or eliminated. The model-based control by the control unit 140 must be designed to optimize the efficiency of the compressor 108 within the operating parameters of the compressor 108 maintain.

The control model for the controller 140 must also be carefully modeled according to the pressure parameters applicable to the pressure and also tuned to the permissible mass flow of the engine at given target values for speed and load, whereby the target values for speed and load relative to the throttle position of the vehicle can be defined. As in 1 shown, the engine speed signal 126 from the drive motor 102 queried and to the control unit 140 be transmitted. In the same way, the engine load signal 128 from the drive motor 102 queried and to the control unit 140 be transmitted. Alternatively, these parameters may be obtained via sensors on the throttle of the engine (not shown). This allows the return valve 118 in response to a from the controller 140 generated control signal 142 be operated. The pressure transducer 136 generates the inlet pressure signal 132 for the charge air to the control unit 140 is performed in response to the engine speed signal 126 , the engine load signal 128 and the entrance pressure signal 132 for the charge air, the control signal 142 calculated.

Under operating conditions of the drive motor 102 in which the compressor 108 did not reach the surge line and that of the temperature sensor 138 detected temperature of the gas mixture is not reached, is the return valve 118 closed, so that the system works like a conventional super turbocharged system. This is true for a majority of the operating parameters of the drive motor 102 to. When high load and low speed conditions of the drive motor occur 102 becomes the return valve 118 opened to avoid pumping. Similarly, at high speed and high load operating conditions of the drive motor 102 high temperatures in the exhaust gases at the outlet of the catalyst 116 generated, so that the return valve 118 must be opened to the temperature of the gas mixture to the turbine 106 lower it to a temperature that damages the turbine 106 would cause.

2 is a detailed illustration of one embodiment of a high efficiency super turbocharged propulsion system 200 , As in 2 shown contains the drive motor 202 a super turbocharger, referring to above with reference to 1 has been modified to achieve overall higher efficiency over conventional super turbocharged engines and to provide high, near optimum efficiency under low speed, high load operating conditions and high, near optimal efficiency even under high speed and high load conditions to effect. The super turbocharger includes a turbine 204 that mechanically via a shaft with the compressor 108 connected is. The compressor 206 compresses the inlet air 234 to charge air 288 to generate into the charge air line 238 is fed. The charge air line 238 is with the return valve 260 and the intercooler 242 connected. As explained above, causes the intercooler 242 the cooling of the charge air 288 , which is heated during the compression process. The intercooler 242 is with the charge air line 238 connected in turn to the intake manifold (not shown) of the drive motor 202 connected is. The pressure transducer 240 is with the charge air line 238 connected to the pressure of the charge air 288 record and a pressure reading as a pressure signal 262 for the inlet pressure of the charge air to be delivered to the control unit 266 to be led. The return valve 260 is via a control signal 258 operated for the return valve, as described above from the control unit 266 is produced. Under certain operating conditions, the return valve opens 260 to charge air 288 from the charge air line 238 in a mixing chamber 246 to deliver.

As in the embodiment of 2 shown, contains the mixing chamber 246 just a bunch of holes 244 in the catalyst outlet line 210 , wherein the charge air line 238 wrapped around this, so that charge air 288 from the charge air line 238 through the holes 244 can occur to deal with the converted gas mixture 292 in the catalyst outlet line 210 to mix. Any desired type of mixing chamber can be used for mixing the cooler charge air 288 with the converted gas mixture 284 used to determine the temperature of the cooled gas mixture 288 decrease. The temperature sensor 248 is in the catalyst outlet line 210 arranged to the temperature of the cooled gas mixture 286 in the catalyst outlet line 210 to eat. The temperature sensor 248 delivers a temperature signal 256 for the gas mixture to the control unit 266 that by means of the control signal 258 for the return valve, the return valve 260 controls to ensure that the temperature of the cooled gas mixture 286 210 does not exceed a maximum temperature, otherwise the turbine 204 Would take damage. The catalyst 252 is via the catalyst inlet line 250 with the exhaust manifold 208 connected. By arrangement of the catalyst 252 near the exhaust manifold 208 the hot exhaust gases flow from the drive motor 202 directly into the catalyst 252 , thereby activating the catalyst 252 is supported. In other words, by the location of the catalyst 252 Near the outlet for the engine exhaust gases, the exhaust gases can enter before entering the catalyst 252 do not cool significantly, reducing the performance of the catalyst 252 is increased. While the exhaust gases are the catalyst 252 pass, gives the catalyst 252 additional heat to the exhaust gases, as the exhaust gases in the catalyst 252 be converted in an exothermic reaction in the catalyst 252 takes place. The very hot converted gas mixture 284 at the exit of the catalyst 252 is in the catalyst outlet line 210 initiated and by the charge air 288 cooled. Depending on the temperature of the very hot converted gas mixture 284 depending on the operating conditions of the drive motor 202 varies, the converted gas mixture 284 a different amount of charge air 288 added, such as under conditions of high speed and high load. Under conditions of low speed and high load of the engine also causes the return valve 260 the supply of inlet air to the compressor to avoid pumping. Pumping is aerodynamic Stall at the compressor blades, which occurs due to the low throughput conditions in the compressor under conditions of low engine speed. As stated above, mechanical rotational energy from the crankshaft 222 of the engine via the continuously variable transmission 214 transfer that the compressor 206 with one by the CVT control signal 264 predetermined speed drives, which is sufficient, the compressor 206 to rotate to avoid pumping. When pumps occur, the pressure in the intake manifold (not shown) drops as the compressor 206 is unable to compress the inlet air. When air passes through the compressor 206 can flow by the return valve 260 is opened, the pressure in the intake manifold can be maintained, so that in the case of high torque required at low engine speeds due to the high pressure in the intake manifold high torque can be achieved.

As explained above, the catalyst is used 252 during operation of the drive motor 202 Under conditions of high speed and high load, a large amount of heat in the exhaust gases released into the catalyst outlet line 210 reach. By supplying compressed cooling air 292 in the catalyst outlet line 210 becomes the hot converted gas mixture given under conditions of high speed and high load 284 cooled. As the load and speed of the engine increases, hotter converted gases are generated and more compressed cooling air is generated 292 needed. If the turbine 204 does not provide enough rotational energy to the compressor 206 To drive, such as under conditions of low speed and high load, the crankshaft 222 of the engine via the drive belt 218 , the drive pulley 220 , the wave 216 , the reduction gear 224 and the gearbox 232 Rotational energy to the compressor 206 deliver. Again, each part of the powertrain of a vehicle can be used to provide rotational energy to the compressor 206 to deliver, and 2 illustrates an implementation according to an illustrated embodiment.

As well as in 2 is also a mixing valve 236 with the charge air line 238 and the mixed line 212 connected. The mixed line 212 is with the catalyst inlet line 250 connected upstream of the catalyst 252 extends. Purpose of the mixing valve 236 is the supply of charge air 280 at the entrance of the catalyst 252 during launch conditions, as set forth above, and in other conditions with rich fuel mixture. Under starting conditions, before the catalyst 252 has reached its full operating temperature, via the mixing line 212 by means of the charge air 280 provided additional oxygen to initiate the catalytic process. The extra oxygen flowing through the mixing pipe 212 is provided, supports the initiation of the catalytic process. As explained in greater detail below, during operation of the rich fueled engine, additional oxygen may be added to the catalyst inlet 252 be delivered, for example when driving with the throttle open, to bring the catalyst to stoichiometric working conditions, whereby the pollutants are reduced and the temperature of the exhaust gases from the catalyst 252 increases, resulting in increased performance of in 2 shown super turbocharger can be used. The control unit 266 controls the mixing valve 236 via the control signal 254 for the mixing valve in response to the engine speed signal 268 , the engine load signal 270 and the temperature signal 256 for the gas mixture.

The highly efficient super-turbocharged propulsion system with spark ignition 200 thus operates in a manner similar to a super turbocharger, except that the recirculation valve 260 for two reasons a part of the charge air 288 from the compressor to the inlet of the turbine supplies. One reason is the cooling of the converted gas mixture 284 before entering the turbine, so that the full energy of the exhaust gas can be used and eliminates the need for a wastegate under conditions of high speed and high load. The other reason is to provide airflow through the compressor to avoid pumping under low speed, high load conditions. In addition, the catalyst can 252 be turned into the exhaust stream, before the exhaust gases reach the turbine, so that the catalyst 252 generated heat can be used to the turbine 204 to drive and to the charge air 238 to expand, with the hot gases from the catalyst 252 which increases the efficiency of the system. Furthermore, the mixing valve 236 be used to the catalytic process in the catalyst 252 introducing oxygen into the exhaust gases during the startup conditions, and reducing pollutants and adding more heat to the exhaust gases during other rich fuel mixture operating conditions.

As mentioned above, other rich air / fuel mixtures may occur, especially in engines used in vehicles. For example, when a vehicle is accelerated by opening the throttle, a rich air / fuel mixture is generated and the drive motor 202 and the catalyst 252 do not work stoichiometrically. As a result, CO gases and hydrocarbons in the exhaust gases 230 emitted. Although the drive motor 200 When using a rich fuel mixture can deliver a higher power that allows acceleration of the vehicle, the rich fuel mixture in the drive motor 202 or in the catalyst 252 not completely burned. With control of the mixing valve 236 for a supply of more oxygen to the exhaust gases coming out of the exhaust manifold 208 exit and into the catalyst inlet line 250 enter, the over the charge air 280 Additional oxygen provided causes oxidation of the carbon monoxide and hydrocarbons in the catalyst 252 cause. In the catalyst inlet line 250 is an oxygen sensor 272 arranged, which is an oxygen sensor signal 274 delivers that to the controller 266 to be led. The oxygen sensor input senses the amount of oxygen in the gas mixture at the inlet of the catalyst 252 and generates the control signal 254 for the mixing valve to the mixing valve 236 to press. In this way, the mixing valve 236 be opened to sufficient oxygen to the catalyst inlet line 250 to deliver that to the catalyst 252 entering gas mixture 290 containing the fat fuel mixture of the exhaust gases from the exhaust manifold 208 and the charge air 280 to adjust so that the carbon monoxide and the hydrocarbons are oxidized while the stoichiometric operation of the catalyst 252 is maintained. Both the engine speed signal 268 as well as the engine load signal 270 Can be used to determine when a fat fuel mixture to the drive motor 202 is delivered, and with it the opening of the mixing valve 236 adjust by the control unit 266 a control signal 252 is generated for the mixing valve, the emergence of rich fuel exhaust gas in the exhaust manifold 208 anticipates. Since the fat fuel mixture in the catalyst 252 is oxidized, is the catalyst 252 generates additional heat. As a result, the temperature sensor 248 a higher temperature of the gases in the catalyst outlet line 210 notice, and the return valve 260 Can be opened for additional compressed cooling air 292 to the catalyst outlet line 210 to guide to ensure that the cooled gas mixture 286 does not exceed a maximum temperature, which may be around 950 ° C, otherwise damage to the turbine 204 could occur. The use of the mixing valve 236 in this way allows the stoichiometric operation of the catalyst 252 under most or all operating conditions, eliminating the highly efficient super-turbocharged propulsion system 200 emitted pollutants are significantly reduced.

The mixing valve 236 of the 2 can also be used in a way that does not lead to a stoichiometric operation of the catalyst 252 leads. For example, different classes of racing cars and vehicle engines in some countries do not require emission control. In this case, the mixing valve 236 be opened to provide sufficient oxygen to ensure that all the carbon monoxide and all the hydrocarbons in the catalyst 252 oxidized, without necessarily the stoichiometric function of the catalyst 252 maintain. Racing engines typically use a very rich mixture that reduces the power output of the drive motor 202 elevated. In addition, the additional fuel supports the cooling of the components of the engine. About the mixing valve 236 additional charge air may be introduced, not only to add oxygen to oxidize the hydrocarbons and carbon monoxide, but also to add additional cooling gas at the inlet of the catalyst 252 provide. Oxidizing very rich fuel mixtures can cause the catalyst 252 operating at too high a temperature, by introducing additional air through the mixing valve 236 can be reduced.

3 is a schematic representation of another embodiment of a highly efficient super-turbocharged drive system 300 , The super-turbocharged drive system 300 differs in at least one respect from the embodiments of 1 and 2 by adding an additional compressor 328 is provided. As in 3 shown includes the drive motor 340 a turbine 344 that a compressor 356 mechanically drives. The compressor 356 compresses air from the air inlet 360 and promotes the charge air 388 in the connection line 312 , The connection line 312 is with a charge air cooler 362 connected, which the charge air 388 cools. The intercooler 362 is with the charge air line 368 connected in turn to the intake manifold (not shown) of the drive motor 340 connected is. Like also in 3 shown, receives the control unit 354 an engine speed signal 350 and an engine load signal 352 , These signals are used to generate a control signal 310 for the super turbocharger ratio to the variable speed transmission or the electric motor generator 326 is created. The drive power 334 from the drive motor 340 or from the powertrain of a vehicle is connected to the variable transmission or the electric motor generator 332 coupled, allowing drive power 334 between the variable transmission or the electric motor generator 332 and a mechanical drive train or an electric drive system can be transmitted.

Like also in 3 shown is a separate compressor 328 with a variable transmission or an electric motor 326 connected. drive power 324 from the powertrain can be used for driving the variable transmission 326 be used. Alternatively, electrical energy from the drive system 300 be used to an electric motor 326 drive. The compressor 328 compresses air from the cooling gas inlet 322 to compressed refrigerant gas 380 to produce that in a compressed gas line 320 is fed. The compressed refrigerant gas 380 in the compressed gas line 320 becomes the mixing chamber 316 fed, the holes 314 in the Catalyst exit line 306 having. Any desired type of mixing chamber may be used for the mixing of the compressed cooling gas 380 with the converted exhaust gases 384 used to determine the temperature of the cooled exhaust gases 386 in the catalyst outlet line 306 decrease. The temperature sensor 364 is in the catalyst outlet line 306 downstream of the mixing chamber 316 arranged to the temperature of the cooled exhaust gases 386 to eat. The temperature sensor 364 delivers a temperature signal 348 for the gas mixture to the control unit 354 that the operation of the variable speed gear or the electric motor 332 controls. The control unit 354 generates a control signal 308 for the gearbox / motor connected to the variable gearbox or the electric motor 326 is applied to the speed of the compressor 328 and the amount of in the compressed gas line 320 fed compressed refrigerant gas 380 to regulate. The amount of compressed refrigerant gas 380 that enters the compressed gas line 320 is fed, is regulated to ensure that the temperature of the cooled exhaust gases 386 in the turbine 344 enter, does not exceed a maximum temperature, otherwise the turbine 344 Would take damage. The maximum temperature can be in the range of 900 ° C to 950 ° C. The exhaust gases from the turbine 344 are then via the exhaust outlet 366 dissipated.

As well as in 3 is shown, the catalyst inlet line 342 with the exhaust manifold 318 at a point near the exhaust manifold 318 connected so that the hot exhaust gases from the exhaust manifold 318 the catalyst element in the catalyst 346 activate. The hot converted gases 384 that from the catalyst 346 have been transformed, leaving the catalyst 346 and enter the catalyst outlet line 306 guided. The converted exhaust gases 384 are then with compressed refrigerant gas 380 mixed.

The additional compressor 328 and the variable speed transmission or the electric motor 326 , as in 3 thus replace the return valve 118 of the 1 by adding a source of cooler compressed refrigerant gas 380 over the charge air line 320 is made available to ensure that in the catalyst outlet pipe 306 guided hot converted gases 384 be sufficiently cooled from the catalyst to damage the turbine 344 to avoid. The embodiment of the 3 however, does not provide a method for pumping a compressor through the use of a recirculation valve such as the recirculation valve 260 of the 2 , to limit. Consequently, the embodiment of the 3 as well as the in 4 embodiment shown modified to a return valve 118 which can be opened when approaching the pumping limits, eg under low speed and high load operating conditions of the drive motor, to avoid pumping. A return valve such as the return valve 260 in 2 may also be useful to add additional cooler gases to the converted hot exhaust gases in the catalyst exit line 306 to bring to lowering the temperature of the cooled exhaust gases 386 to contribute to an optimal temperature, and to damage to the turbine 344 to avoid.

4 is another embodiment of a high efficiency super turbocharged propulsion system 400 , As in 4 shown includes the drive motor 402 a super turbocharger, which is a high-speed transmission 406 , a turbine 408 , an exhaust outlet 410 , a compressor 404 and an air intake 462 contains. In addition, the super turbocharger includes a variable speed transmission or an electric motor generator 428 that with a system for the drive power 430 is connected, for example, a mechanical drive train or an electric drive system. Charge air from the compressor 404 gets into the connection line 412 promoted. The intercooler 460 cools the charge air and directs the charge air into the charge air line 458 one. The charge air line 458 is with an intake manifold (not shown) of the drive motor 402 connected.

As in 4 shown and discussed above, can drive power 430 from the super turbocharger to a mechanical driveline or electric powertrain, or even from the mechanical or electric powertrain back to the super turbocharger to power the super turbocharger during certain conditions, such as turbo lag conditions. The variable transmission or electric motor generator 428 can be realized either as a continuously variable mechanical transmission or as a motor generator. Different versions of electric motor generators can be used. For example, motor generators may be used which are similar to the motor generators used in electric vehicles as drive and brake. When the reduction gear 426 an electric motor generator 428 can be supplied, electrical energy generated by the electric motor generator to an electric drive system that supports the drive of the vehicle. Alternatively, an electric motor generator 428 operate as a motor, which is powered by electrical energy from the electrical system of a vehicle to under certain conditions, the reduction gear 426 under conditions for possible occurrence of a turbo lag, to name but one example. The variable transmission or the electric motor generator 428 works in a similar way as the variable speed transmission or the electric motor generator 326 of the 3 , The variable transmission or the electronic engine generator 428 works in response to the control signal 452 For the super turbocharger ratio. The engine load signal 456 and the engine speed signal 454 be to the controller 470 that is the variable speed transmission or the electric motor generator 428 via the control signal 452 controls for the super turbocharger ratio.

The system of 4 also includes a catalyst 468 that with the catalyst inlet line 440 connected is. The catalyst inlet line 440 is in turn with the exhaust manifold 418 connected. The catalyst 468 is near the exhaust manifold 418 arranged so that the hot exhaust gases 470 from the exhaust manifold 418 activate the catalyst element in the catalyst. The catalyst 468 may operate in a stoichiometric range controlled by the vehicle's fuel system. The catalyst 468 generates additional heat in the converted exhaust gases 472 entering the catalyst outlet line 446 be guided. The adjustable transmission 424 is with the reduction gear 426 coupled and operates under the control of the control signal 448 for the adjustable gearbox / electric motor, that of the control unit 470 is produced. The adjustable transmission 424 drives the compressor 422 introducing gases from the cooling gas 420 compressed and the compressed refrigerant gas 478 in the compressed gas line 432 promotes. The compressed gas in the compressed gas line 432 for the compressed refrigerant gas is with the hot converted exhaust gases 472 in the mixing chamber 416 mixed. drilling 414 allow an overflow of the compressed refrigerant gas 478 from the compressed gas line 432 in the catalyst outlet line 440 to deal with the converted exhaust gases 472 from the catalyst 468 to be mixed. The temperature sensor 464 measures the temperature downstream of the mixing chamber 416 , Again, the cooled exhaust gases 474 stay below a maximum temperature that would otherwise damage the turbine 408 in many embodiments, at about 900 ° C to 950 ° C. The temperature sensor 464 transmits a temperature signal 450 for the gas mixture to the control unit 470 that is the control signal 448 generated for the variable speed transmission / electric motor, which is used to control the speed of the compressor 422 is used, in turn, the amount of compressed refrigerant gas 478 in the compressed gas line 432 determines that with the converted exhaust gases 472 in the catalyst outlet line 446 is mixed to the temperature of the compressed refrigerant gas 478 at an optimum temperature of about 900 ° C. The highly efficient super-turbocharged drive system 402 thus uses an additional variable transmission 424 that with the reduction gear 426 is coupled to compressed refrigerant gas 478 into the converted exhaust gases 472 before the compressed refrigerant gas 478 in the turbine 408 entry. In this way, the charge air 476 from the compressor 404 and the connection line 412 not for the purpose of cooling the converted exhaust gases 472 used.

Other gases may also be used which are not from the ambient air, such as a compressed refrigerant gas 478 that enters the cooling gas inlet 420 is delivered. For example, end gases, crankcase gases, RAM intake gases, etc. can be used as a source of cooling gas. Exhaust gases contain large amounts of water vapor and carbon dioxide, which are suitable, the converted exhaust gases 472 from the exhaust manifold 418 to cool effectively. As noted above, a pump may be included to deliver the crankcase gases from the crankcase to reduce the crankcase air pressure and limit the aerodynamic effects of the moving parts in the crankcase. Since the crankcase gases contain oil vapor, the feed of the oil vapor before the catalyst 836 Helpful to reduce emissions as the catalyst 836 oxidizes the oil vapor.

In the 1-3 The illustrated embodiments are primarily intended for use with engines that receive an air / fuel mixture that corresponds to an engine operating at or slightly above the stoichiometric point. For most gasoline blends, this is normally in the range of 14.6 - 14.8 parts by weight of air to one part by weight of fuel, as detailed below. In this way, a three-way catalyst _NOx can reduce and oxidize carbon monoxide and unburned hydrocarbons to cause low emissions. As described below, the embodiments of the 5 and 6 primarily intended for engines using a rich gas / fuel mixture with oxygen supplied to the inlet of the catalyst. The embodiments of the 5 and 6 are not designed to produce NO _x gases, but are designed to achieve the maximum output that can be delivered by the engine by using a rich gas / fuel mixture for combustion and heat recovery by oxidation of carbon monoxide and unburned hydrocarbons in the engine Catalyst is used.

5 is another embodiment of a high efficiency super turbocharged propulsion system 500 that has an additional compressor 526 uses. The embodiment of the 5 comes with a drive motor 502 used, which gets a fat gas / fuel mixture to high performance in the drive motor 502 to create. For example, the embodiment of the 5 be used in a racing car or other engine, which is not subject to pollutant requirements, in particular as regards the NO _x gases. The Embodiment of 5 oxidizes hydrocarbon and carbon monoxide pollutants, the catalyst 502 however, does not work stoichiometrically to reduce NO _x pollutants.

As in 5 shown transmits the variable transmission or the electric motor generator 532 drive power 534 to and from the powertrain and / or to and from an electrical system. A high-speed transmission 506 connects the turbine 508 and the compressor 504 with the reduction gear 568 , The compressor 504 compresses air from the air inlet 540 , The charge air is in the connecting line 530 promoted with the intercooler 544 connected is. The intercooler 544 Cools the charge air and discharges the charge air into the charge air line 542 , The charge air line 542 is with the intake manifold of the drive motor 502 connected. The variable speed transmission or the electric motor generator 532 works under the control of a signal 562 for the super turbocharger ratio, which, as explained in more detail above, from the controller 514 from the engine speed signal 564 and the engine load signal 566 is produced.

Like also in 5 shown is an additional compressor 526 via a controllable gearbox or an electric motor 524 from an electrical or mechanical energy source 522 driven. Electrical energy from the energy source 534 can be used to an electric motor 524 drive. An adjustable transmission or an electric motor generator 532 can with mechanical energy from a reduction gearbox 568 or with mechanical rotational energy from the drive motor 502 or a drive train with which the drive motor 502 is coupled, driven. The compressor 526 compresses air from the cooling gas inlet 528 and conveys the charge air into the charge air line 520 , The adjustable transmission or the electric motor 524 operates under control of the transmission control signal 558 for the variable transmission or the electric motor generator. The charge air in the charge air line 520 gets into the mixing chamber 516 passed a series of holes 546 in the catalyst inlet line 548 so that the charge air in the charge air line 520 with the hot exhaust gases from the exhaust manifold 518 is mixed to the gas mixture 572 to create. Purpose of introducing additional charge air from the charge air line 520 upstream of the catalyst 510 is the supply of more oxygen and / or cooling gases to the exhaust gases that are attached to the catalyst 510 to be delivered.

1. 1. Reduktion der Stickoxide zu Stickstoff und Sauerstoff wie folgt: $$2{\text{NO}}_{\text{x}}->\text{x}{0}_2+{\text{N}}_2$$
   
2. 2. Oxidation des Kohlenmonoxids zu Kohlendioxid wie folgt: $$2\text{CO}+0_2->2\text{C}{0}_2$$
   
3. 3. Oxidation unverbrannter Kohlenwasserstoffe (HC) zu Kohlendioxid und Wasser wie folgt: $${\text{C}}_{\text{x}}{\text{H}}_{2\text{X}+2}\left[\left(3\text{x}+1\right)/2\right]0_2->\text{xC}{0}_2+\left(\text{x}+1\right){\text{H}}_{2}0$$
   

At the in 5 In the illustrated embodiment, it is not necessarily intended that the catalyst 510 works in the stoichiometric range. The highly efficient super-turbocharged drive system 500 is a system that can be used in a racing car or in other very high power drive systems that can emit NO _x gases. In these types of propulsion systems, the engines are operated with a rich fuel mixture for high power in the propulsion engine 502 to create. A rich fuel mixture is a mixture of fuel and air in which not all the fuel is burned during the combustion cycle, and therefore the exhaust contains unburned fuel. In normal cars and commercial vehicles that are subject to pollutant regulations, the propulsion systems are carefully tuned to a three-way catalytic converter to simultaneously perform the following three tasks:

1. 1. Reduction of nitrogen oxides to nitrogen and oxygen as follows: $$2{\text{NO}}_{\text{x}}->\text{x}{0}_2+{\text{N}}_2$$
   
2. 2. Oxidation of Carbon Monoxide to Carbon Dioxide as follows: $$2\text{CO}+0_2->2\text{C}{0}_2$$
   
3. 3. Oxidation of unburned hydrocarbons (HC) to carbon dioxide and water as follows: $${\text{C}}_{\text{x}}{\text{H}}_{2\text{X}+2}\left[\left(3\text{x}+1\right)/2\right]0_2->\text{xC}{0}_2+\left(\text{x}+1\right){\text{H}}_{2}0$$
   

These reactions occur most efficiently as the catalyst receives exhaust gases from an engine operating at or slightly above the stoichiometric point. For gasoline, this is in the range of 14.6-14.8 parts by weight of air to one part by weight of fuel. Within a narrow band of the fuel / air ratio around the stoichiometry, the conversion of all three pollutants is almost complete. For example, most catalysts work with an efficiency of 97 percent. In the presence of more oxygen than necessary, the drive system is referred to as lean-working and the system is in an oxidizing state. In this case, two oxidation reactions, that is, equations, preferably at the expense of reduction of NO _x (Equation 1) 2 and 3 above. On the other hand, in the presence of excess fuel, the engine operates on a rich mixture and the reduction of NO _x (Equation 1) is preferred at the expense of the oxidation of CO and HC (Equations 2 and 3 above).

Referring again to 5 becomes apparent that the addition of charge air via the charge air line 520 to the exhaust gases in the catalyst inlet line 548 for generating the gas mixture 572 equations 2 and 3 above favored. Since a racing engine or other high-performance engine is running on a rich fuel mixture, accelerating the vehicle or running the throttle open causes the catalyst 510 oxidizes a large amount of the rich fuel mixture that is present in the exhaust gases from the engine. Instead of passing the rich fuel mixture through the catalyst 510 to the exhaust outlet 512 allowing the addition of oxygen, which is in the charge air from the compressor 526 that is contained in the catalyst 510 the oxidation reactions according to equations 2 and 3 above can proceed substantially completely. The process of oxidation of unburned fuel in the catalyst 510 sets a large amount of heat in the catalyst 510 free. The temperature sensor 552 delivers a temperature signal 560 for the gas mixture to the control unit 514 , Again, it is necessary, the temperature of the converted gas mixture 574 to maintain a level below about 950 ° C, so no damage to the catalyst 510 or the turbine 508 occur. In this regard, the controller generates 514 the transmission control signal 558 for the control of the variable transmission or the electric motor 524 to add additional cooling gases in the charge air line 520 to generate the temperature in the catalyst outlet line 556 at a near optimum temperature of about 900 ° C - 950 ° C. Also from the compressor 526 More or less charge air can be provided to the temperature sensor 552 to keep the measured temperature at about 900 ° C. Again, 900 ° C - 950 ° C is a near-optimal temperature, as this remains below the temperature, the damage to the turbine 508 and on the catalyst 510 but still high enough to allow the rapid flow of hot gases in the catalyst exit line 556 to create. The hotter the converted gas mixture 574 is, the higher the velocity of the converted gas mixture 574 so that the hotter converted gas mixture 574 is capable of the turbine 508 operate at a higher speed than the converted gas mixture 574 of lower temperature. Again, the temperature of 900 ° C - 950 ° C is only an example and is based on the materials of the system. If, for example, the turbine 508 can be made of materials that endure higher temperatures, possibly a higher temperature is a more optimal temperature.

Like also in 5 is shown, the oxygen sensor 550 used to measure the oxygen level of the gases leading to the catalyst 510 be guided. An oxygen sensor signal 554 that from the oxygen sensor 550 is generated, is sent to the controller 514 guided. The control unit 514 controls the oxygen level of the mixture of exhaust gases and charge air that goes to the catalyst 510 passes, by generating the transmission control signal 558 for the variable speed gearbox / electric motor attached to the variable speed gearbox or the electric motor 524 is delivered, the compressor 526 drives. The control unit 514 is programmed to ensure that a sufficient amount of oxygen in the gas mixture 572 that is the catalyst 510 is delivered so that the oxidation according to equations 2 and 3 above completely. Consequently, a sufficient amount of charge air in the catalyst inlet line 548 to ensure oxidation in accordance with Equations 1 and 2 above. When the temperature sensor 552 detected temperature approaches 900 ° C - 950 ° C, additional charge air from the compressor 526 brought in. That way, the oxygen sensor needs to be 550 a sufficient amount of oxygen in the gas mixture 572 recognize to ensure the oxidation in accordance with equations 2 and 3, while the temperature in response to the temperature signal 560 for the gas mixture, which is the temperature of the converted gas mixture 574 from the catalyst 510 reports, is kept below a maximum temperature level. Programming the controller 514 can be done using the techniques described above.

In addition, the in 5 presented highly efficient super-turbocharged drive system 500 also be operated so that the catalyst 510 works in a stoichiometric manner. For example, when using the system 500 in a vehicle additional oxygen in the catalyst inlet line 548 be introduced in order to obtain a balance of the reactions of Equations 1-3, so that the catalyst 510 works in a stoichiometric range. A typical situation in a drive system 500 Installed in a vehicle is that a rich fuel mixture is used when the throttle is opened to accelerate the vehicle and more power from the drive motor 502 to obtain. In this case, additional oxygen can be added via the compressor 526 , the charge air line 520 , the mixing chamber 516 and the holes 546 are fed to balance Equations 1-3 and a stoichiometric operation of the catalyst 510 to effect. In this way, pollutants in the exhaust outlet can 512 also be greatly reduced during acceleration cycles of the vehicle.

6 represents a system similar to that of the 5 similar, and that for a high power drive system 600 is used, as it is used in a race car, or to reduce pollutants in situations of open throttle. Racing engines are designed to work with a rich air / fuel mixture to ensure that the drive motor 602 can produce a high power. An adjustable transmission or an electric motor generator 630 transfers drive power 632 between a mechanical or electrical drive system in response to the control signal 656 for the super turbocharger ratio, that of the control unit 638 in response to the engine speed signal 658 and the engine load signal 660 is produced. A turbine 604 and a compressor 608 are with the high-speed transmission 606 coupled, the mechanical rotational energy to the reduction gear 628 supplies. The compressor 608 compresses air from the air inlet 612 and promotes the charge air 676 in the connection line 634 , The charge air 676 is in the intercooler 614 cooled and in the charge air line 636 initiated. The charge air 676 in the charge air line 636 is fed to the intake manifold (not shown) to control the power of the drive motor 602 to increase. The turbine 604 works with a hot converted gas mixture 674 from the catalyst outlet line 650 , The hot converted gas mixture 674 drives the blades of the turbine 604 and is via the exhaust outlet 610 dissipated.

As in 6 shown is an additional compressor 624 with a variable transmission 626 coupled with the reduction gearbox 628 connected is. The adjustable transmission 626 rotates the compressor 624 at a desired speed in response to the transmission control signal 652 for the variable transmission / engine. The compressor 624 compresses gases from the cooling gas inlet 622 and promotes the compressed gas 670 in the compressed gas line 620 , Again, the source for the cooling gas entry 622 include any desired gas, including exhaust gases, crankcase gases, fresh air and gases from other sources. The compressed gas 670 in the compressed gas line 620 gets into the mixing chamber 616 passed the holes 662 in the catalyst inlet line 640 having. The catalyst inlet line 640 is also with the exhaust manifold 618 connected. The catalyst 646 is with the catalyst inlet line 640 near the exhaust manifold 618 connected so that the hot gases from the exhaust manifold 618 to the catalyst 646 can be performed. The temperature sensor 644 detects the temperature of the gas mixture 672 from the compressed gas and the exhaust gases that enter the catalyst 646 is directed. The oxygen sensor 642 generates an oxygen sensor signal 648 connected to the control unit 638 to be led. The temperature sensor 644 monitors the temperature of the converted gas mixture 674 that's from the catalyst 646 exit. The temperature sensor 644 generates a temperature sensor signal 654 for the gas mixture attached to the control unit 638 to be led.

The control unit 638 works in much the same way as the controller 514 of the 5 , That the drive motor 602 can work with a rich fuel mixture is removed from the compressor 624 in response to the control signal 652 for the variable transmission / engine, a sufficient amount of compressed gas 670 to the catalyst 646 promoted to effect a substantially complete oxidation of the hydrocarbons and the carbon monoxide according to equations 2 and 3. This causes that in the catalyst 646 a large amount of heat to the converted gas mixture 674 is discharged into the catalyst outlet line 650 is routed and subsequently into the turbine 604 arrives. The oxygen sensor 642 generates an oxygen sensor signal 648 connected to the control unit 638 which ensures that as a result of the compressor 624 delivered compressed gas 670 a sufficient amount of oxygen in the gas mixture 672 to the oxidation according to equations 2 and 3 in the catalyst 646 sure. The temperature sensor 644 generates a temperature signal 654 for the gas mixture attached to the control unit 638 is guided to ensure that the correct amount of compressed gas 670 in the catalyst inlet line 640 To ensure that the temperature of about 900 ° C - 950 ° C in the converted gas mixture 674 is maintained, so the turbine 604 no harm. The control signal 652 for the variable speed gearbox / motor controls the speed at which the compressor 624 is rotated, which in turn regulates the amount of compressed gas that the compressor 624 in the compressed gas line 620 promotes.

As above regarding 5 noted, during acceleration or under conditions with the throttle valve open, the drive motor 602 the gas mixture 672 over the compressor 624 additional oxygen can be supplied. In this case, the drive motor works 602 not stoichiometric, but it becomes the drive motor 602 fed to a rich fuel mixture. Therefore, the gas mixture 672 added additional oxygen, which is just enough for the catalyst 646 can operate stoichiometrically such that Equations 1-3 are in equilibrium and all three pollutant sources, ie, NO _x , carbon monoxide and hydrocarbons, are substantially eliminated.

The for the operation of the compressor 526 . 624 in the 5 respectively. 6 Energy required is about half the power of the turbines 508 . 604 can be generated, which results from the additional heat energy introduced in the catalysts 510 . 646 is produced. In this way, a large amount of additional energy can be extracted in the rich engines that are used in the 5 and 6 are shown. The in the 5 and 6 Not only do systems that extract extra energy to extract the power output into the 5 and 6 shown engines but the oxidation described in equations 2 and 3 also leads to a significant reduction of pollutants in the exhaust gases of the richly powered drive systems, such as in the case of racing cars. Although NO _{x is} not reduced when additional oxygen enters the catalyst 646 is initiated, carbon monoxide and hydrocarbons are significantly oxidized in the exhaust gas of the rich engines. It should also be noted that if the drive motor 602 is operated fat, the drive motor 602 produces less NO _x gas in the combustion chamber, thereby causing a reduction in the release of NO _x gases, although through the compressor 624 additional oxygen in the inlet of the catalyst 646 is introduced, which reduces the effectiveness of equation 1. Smaller compressors, like the compressors 526 . 624 in the 5 respectively. 6 , can be used, because no large amount of compressed gas 670 is required to cause both the oxidation and the cooling of the exhaust gases, for the operation of the in 5 and 6 shown drive systems are necessary. Little expensive piston, centrifugal or membrane compressors can be used to deliver the required charge air. These compressors can, as explained above, be driven by an electric motor or an adjustable transmission connected to the drive train. In this way, those in the 5 and 6 illustrated systems are easily realized at low cost. In addition, it may be in the catalysts 510 . 646 to act high-flow catalysts that are able to pass large amounts of the gas mixture through the catalyst. In this version put the catalysts 510 . 646 no hindrance to the exhaust gas flow to the turbines 508 . 604 represents.

7 is a graphic representation 700 indicating the temperatures of the gas mixture in the catalyst outlet line 556 of the 5 and the catalyst exit line 650 of the 6 reproduces. As in 7 shown, the temperature rises in the section 702 the curve, because the catalyst 510 . 646 begins to work and over the charge air additional oxygen is provided. At the point 703 put the control units 514 . 638 notes that more air is needed to maintain the gas mixture at 900 ° C - 950 ° C. Therefore, a sufficient amount of air is added to the temperature of the gas mixture at the outlet of the catalysts 510 . 646 to about 900 ° C - 950 ° C, as in the section 704 represented the curve. Otherwise, if no additional charge air had been introduced, the temperature of the gas mixture at the outlet of the catalysts would otherwise 510 . 646 rise to about 1100 ° C, as through the curve 706 clarified. At the point 705 put the control units 514 . 638 in response to the oxygen sensor signals 554 . 648 that there is a sufficient amount of oxygen, but that the larger amount of air passing through the compressor 526 . 624 is supplied, the temperatures of the gas mixture at the outlet of the catalysts 510 . 646 would decrease, as by the curve 708 indicated. As a result, the charge air amount is reduced so that the temperature of the gas mixture is maintained at about 900 ° C - 950 ° C, as indicated by the section 709 represented the curve. In this way, the temperature of the gas mixture at the outlet of the catalysts 510 . 646 kept at a near-optimal level to the largest amount of energy from the hot exhaust gases of the turbines 508 . 604 to extract, taking the measurements of the oxygen sensors 550 . 642 while ensuring that a sufficient amount of oxygen in the gas mixture at the entrance of the catalysts 510 . 646 is given, as by the oxygen sensors 550 . 642 to ensure that complete oxidation occurs according to equations 2 and 3 above.

8th is a schematic representation of another embodiment of a highly efficient super-turbocharged drive system 800 , As in 8th shown uses the drive motor 802 a super turbocharger, a turbine 804 and a compressor 806 includes. With the turbine 804 and the compressor 806 is a transmission 808 connected, the power between the variable speed transmission or the electric motor generator 820 and the turbine 804 / compressor 806 transfers. The drive power 822 is, as described above, between the variable speed transmission or the electric motor generator 820 and an engine output shaft or the drive train transmitted. inlet gas 824 is from the compressor 806 compressed, and in the exhaust outlet 810 gas flows from the turbine 804 from.

As in 8th represented, promotes the compressor 806 charge air 876 in the connection line 860 , The charge air 876 in the connection line 860 becomes the intercooler 858 led, who the charge air 876 cools. Subsequently, the cooled charge air on the charge air line 856 to the intake manifold (not shown) of the drive motor 802 guided. The mixing valve 842 is with the mixed line 818 connected to the charge air 870 over the mixing chamber 814 to the catalyst inlet line 830 leads. The mixing valve 842 operates under the control of the control signal 844 for the mixing valve. drilling 812 in the catalyst inlet line 830 allow the overflow of the charge air 870 in the catalyst inlet line 830 and the mixture with the exhaust gases from the exhaust manifold 816 , The pressure of the charge air 870 in the mixing pipe 818 is higher than the average pressure of the exhaust gases in the catalyst inlet line 830 so that the charge air 870 flows into it and in the catalyst inlet line 830 mixes with the exhaust gases to the gas mixture 872 to create. As noted above, the inlet gas 824 fresh air from the environment or other gases. When fresh air through the mixing pipe 818 into the mixing chamber 814 initiates the addition of oxygen to the catalyst 836 the oxidation of carbon monoxide and hydrocarbons in the exhaust gases from the exhaust manifold 816 are included. By adding additional oxygen to the exhaust gases above the stoichiometric point for the air / fuel ratio, the catalyst may 836 oxidize the hydrocarbon and carbon monoxide gases contained in the exhaust gases effectively in accordance with the procedures of Equation 2 and Equation 3. However, the additional oxygen that is above the stoichiometric point reduces the flow according to Equation 1, so that there is a less effective reduction of NO _x gases.

Like also in 8th is shown, the catalyst inlet line 830 with the entry of the catalyst 836 connected. The catalyst 836 may include a high throughput catalyst having little or no back pressure on the exhaust manifold 816 emitted exhaust gas exerts. High throughput catalysts can be used in all the embodiments set forth. An oxygen sensor 832 may assist the formation of gas mixtures with a stoichiometric ratio such that the catalyst operates stoichiometrically. The oxygen sensor 832 detects the oxygen content of the gas mixture 872 , An oxygen sensor signal 838 that from the oxygen sensor 832 is issued to the control unit 850 transmitted. The control unit 850 calculates the exact amount of oxygen needed to be in the gas mixture 872 to produce a stoichiometric ratio to reach a stoichiometric point. The control unit 850 generates a controller signal 844 to the mixing valve to control the mixing valve 842 to the amount of charge air 870 adapt to the exhaust gases in the mixing chamber 814 is mixed to produce a stoichiometric ratio of these gases.

In the catalyst, the chemical reactions given in Equations 1-3 above can then proceed. Since the air / fuel mixture in the catalyst 836 is provided in a stoichiometric ratio, therefore, the carbon monoxide and the hydrocarbons in the catalyst 836 oxidized, whereby NOx gases are also reduced. In addition, the data signal 880 the control unit 850 Provide data of the vehicle computer. The vehicle computer controls the air / fuel ratio of the mixture entering the combustion chamber of the engine. When the engine is supplied with an air / fuel mixture in a non-stoichiometric ratio, the vehicle computer is aware of this ratio of air and fuel. The data signal 880 includes air / fuel ratio data related to the air / fuel ratio. The control unit 850 may be the control process for opening or closing the mixing valve 842 by means of the controller signal 844 to the mixing valve in anticipation of a change in the air / fuel ratio of the exhaust gases emitted from the exhaust manifold begin. For example, when the throttle of the vehicle is opened, the vehicle computer generates a control signal that controls the air / fuel ratio to control the throttle. The control signal is also used as a data signal 880 the control unit 850 transmitted. The control unit 850 calculates the new air / fuel ratio and generates a controller signal 844 to the mixing valve 844 , the mixing valve 842 to open a predetermined amount to the catalyst inlet line 830 more charge air 870 to supply the oxygen content of the gas mixture 872 to increase. The oxygen sensor 832 generates an oxygen sensor signal 838 that the control unit 850 is transmitted to check whether the oxygen content of the gas mixture 872 at the entrance of the catalyst 836 correct is. The control unit 850 can in response to the data signal 880 continue, the mixing valve 842 to adapt to changing air / fuel ratios. The period between the opening of the throttle valve, which leads to a rich fuel mixture, and the presence of the rich fuel mixing ratio in the exhaust manifold 816 emitted exhaust gas is known or can from the control unit 850 be calculated. The control unit 850 further calculates the period between the opening of the mixing valve 842 and the introduction of charge air into the catalyst inlet line 830 at a given pressure of the charge air 870 , whereby the timing of the opening of the mixing valve 842 can be set so that the additional oxygen from the charge air, the catalyst inlet line 830 at about the same time as the fat, from the exhaust manifold 816 emitted fuel mixture reached. In this way, in the catalyst 836 be provided continuously a stoichiometric ratio, whereby the catalyst 836 Working stoichiometrically and according to equations 1-3 can significantly reduce pollutants. The catalyst 836 is also able, as described below, to not work stoichiometrically.

Like also in 8th shown, the temperature sensor detects 834 the temperature of the converted gas mixture 874 that's from the catalyst 836 exit. The converted gas mixture 874 flows into the catalyst outlet line 840 and gets into the turbine 804 passed to the turbine 804 drive. The converted gas mixture 874 escapes through the exhaust outlet 810 , The control unit 850 receives the oxygen sensor signal 838 that is the amount of oxygen of the catalyst supplied gas mixture 872 indicates, and the temperature signal for the gas mixture 846 that converted the temperature of the catalyst 836 outgoing gas mixture 874 indicates. In response to the engine speed signal 852 and the engine load signal 854 as well as the oxygen sensor signal 838 and the temperature signal 846 for the gas mixture generates the control unit 850 for controlling the operation of the mixing valve 842 a controller signal 844 to the mixing valve. For example, the charge air 870 coming from the connecting line 860 through the mixing valve 842 flows, to cool the in the catalyst 836 entering gas mixture 872 and also provide additional oxygen for the oxidation of a rich fuel mixture without establishing a stoichiometric ratio. The oxygen sensor 832 can, for example, the controller 850 indicate that additional oxygen is needed to oxidize a rich fuel mixture to the catalyst 836 to a stoichiometric operating level. The temperature sensor 834 may indicate that additional charge air is needed to remove the catalyst 836 to cool emitted gases, thus at the turbine 804 no damage occurs. The control unit 850 can the mixing valve 842 so control that it is ensured that inlet air sufficiently on the catalyst inlet line 830 is provided so that the catalyst 836 in the presence of a rich fuel mixture can operate stoichiometrically, and if necessary provide additional gas for cooling, so that the temperature of the converted gas mixture 874 does not exceed a temperature leading to damage to the turbine 804 leads. In this case, the additional charge air would 870 cause in the gas mixture 872 There is no stoichiometric ratio, however, the converted exhaust gases can be cooled to damage the turbine 804 to avoid.

9 is a schematic representation of another embodiment of a highly efficient super-turbocharged propulsion system with spark ignition 900 , The drive system includes a drive motor 902 , a turbine 904 , a compressor 906 and a gearbox 908 , The gear 908 transfers energy between the turbine / compressor shaft (not shown) and the continuously variable transmission 924 , Furthermore, energy from the infinitely variable transmission 924 on the wave 926 , the drive belt 928 , the drive pulley 930 and the crankshaft 974 transfer. The CVT control signal 952 controls the continuously variable transmission 924 in terms of engaging the rotational energy of the transmission 908 on the crankshaft 974 at the correct speed. Alternatively, the continuously variable transmission 924 as discussed above, be connected to an electric motor generator. Furthermore, energy can take place on a crankshaft 974 be transmitted to a drive train of a vehicle, such as a vehicle transmission.

Like also in 9 shown, the compressor compacts 906 the air from an air intake 910 , where charge air 996 in the connection line 964 is fed. The pressure transducer 966 generates an entrance pressure signal 954 for the charge air, the control unit 956 is transmitted. The connection line 964 leads the charge air 996 in the intercooler 970 that's the charge air 996 cools. The cooled charge air 992 is then in the charge air line 968 guided, in turn, with the intake manifold (not shown) of the drive motor 902 connected is. The cooled charge air 992 at the outlet of the intercooler 970 is further in the charge air cooler line 934 fed. The control unit 956 generates a signal 950 for the intercooler valve connected to the intercooler valve 962 is transmitted to the function of the intercooler valve 962 to control. Is the intercooler valve 962 opened, is cooled charge air 992 over the intercooler line 934 into the mixing chamber 916 directed. Through the holes 914 can the cooled charge air 992 in the catalyst outlet line 922 flow in to the catalyst 944 converted gas mixture 990 cool. The temperature sensor 932 detects the temperature of the cooled gas mixture 994 and generates a temperature signal 948 for the gas mixture attached to the control unit 956 is transmitted. Is that from the temperature signal 948 for the gas mixture indicated temperature of the cooled gas mixture 994 that in the turbine 904 flows in, too high, the intercooler valve 962 from the signal 950 for the intercooler valve so controlled that it opens a little more to the cooled gas mixture 994 that in the turbine 904 flows in, to cool even further.

As well as in 9 shown, the mixing valve reacts 972 in response to the mixing valve signal 946 so that charge air 996 into the mixing pipe 920 is directed. The mixed line 920 is with the mixing chamber 978 connected to the charge air 986 from the mixing line 920 in the catalyst inlet line 940 to lead. The charge air 986 in the mixing pipe 920 usually consists of charge air containing oxygen. Because of the charge air cooler line 936 over the mixing chamber 916 Cooling air in the converted, from the catalyst 944 emitted exhaust gases is passed, the charge air must 986 entering the catalyst inlet line 940 neither hydrocarbons nor carbon monoxide oxidize nor provide cooling gases to the gas mixture 988 to cool. In other words, the cooling of the converted gas mixture 990 can only by the cooled charge air 992 be achieved. In this way, the through the mixing line 920 provided charge air 986 solely for the purpose of generating a stoichiometric ratio of the gases in the catalyst inlet conduit 940 be used. In similar to above with respect to 8th set out, the data signal 982 the vehicle computer indicating the air / fuel mixture entering the combustion chamber of the drive motor 902 is initiated by the control unit 956 receive. The data signal 982 is from the controller 956 used to by means of the mixing valve signal 946 the opening of the mixing valve 972 to control. Through the mixing valve signal 946 becomes the mixing valve 972 opened, so that a sufficient amount of charge air 996 into the mixing pipe 920 can flow through the mixing chamber 978 and the holes 980 in the catalyst inlet line 940 is introduced to in the for 8th stated way with the gases that are in the catalyst 944 to generate a stoichiometric ratio. The oxygen sensor 942 determines the oxygen content of the gas mixture 988 and generates an oxygen sensor signal 976 connected to the control unit 956 is transmitted to determine whether in the gas mixture 988 the desired oxygen content was reached in the gas mixture 988 to produce a stoichiometric ratio. The mixing valve 972 can by means of the mixing valve signal 946 be opened continuously to the gas mixture 988 continuously establish a stoichiometric ratio for the various operating conditions of the vehicle.

Alternatively, the mixing valve 972 in response to the oxygen sensor signal 976 be operated so that it is simply ensured that the gas mixture 988 enough oxygen is added so that the hydrocarbons and the carbon monoxide are oxidized without being in the catalyst 944 supplied gas mixture 988 a stoichiometric ratio is generated. In this case, equations 2 and 3 are preferred over equation 1. In the catalyst 944 Therefore, there is no reduction of NOx gases. For example, the oxygen sensor 942 an oxygen sensor signal 976 generate that to the controller 956 is transmitted and the oxygen content in the gas mixture 988 that the catalyst 944 is supplied indicates. In response to the oxygen sensor signal 976 generates the control unit 956 a mixing valve signal 946 , with which the oxygen content in the gas mixture 988 that the catalyst 944 is supplied, is controlled. In this way, to ensure complete oxidation of the carbon monoxide and the hydrocarbons, additional oxygen can be added without taking into account the reduction of NOx gases. The converted gases at the outlet of the catalyst 944 then become the catalyst outlet line 922 continued, where these gases with cooled charge air 996 from the intercooler line 934 be mixed. The cooled gas mixture 994 becomes the entrance of the turbine 904 led by the cooled gas mixture 994 is driven, and the exhaust gas through the exhaust outlet 912 dismisses.

As in 9 further shown, the entrance pressure signal 954 for the charge air to the control unit 956 transmitted. The control unit 956 determined on the basis of the inlet pressure signal 954 for the charge air, as well as on the basis of the engine speed signal 958 and the engine load signal 960 whether the conditions for the possible occurrence of pumps can arise. If this is the case, either the mixing valve 972 or the intercooler valve 962 be opened to avoid pumping conditions. It may be preferable to have the intercooler valve 962 open, reducing the converted exhaust gases from the catalyst 944 exit, only additional cooling gas is supplied, instead of the mixing valve 972 open as an opening of the mixing valve 972 could cause the gases in the catalyst inlet line 940 not in a stoichiometric ratio.

10 is another embodiment of a high efficiency spark-ignition super-turbocharged propulsion system 1000 , The drive motor 1002 is equipped with a super turbocharger, which is a turbine 1004 and a compressor 1006 includes. The compressor 1006 compresses air from the air inlet 1010 and generates charge air in the connection line 1066 is fed. The pressure transducer 1068 is in the charge air line 1066 arranged to the pressure of the charge air 1026 to capture and an entrance pressure signal 1056 for the charge air to be delivered to the control unit 1058 is transmitted. The control unit 1058 pulls the entrance pressure signal 1056 for the charge air, as well as the engine speed signal 1060 and the engine load signal 1062 , to determine if the conditions for the possible occurrence of pumps can arise. If that is the case, in response to the mixing valve control signal 1048 or the control signal 1052 for the intercooler valve, the mixing valve 1074 or the intercooler valve 1064 be opened.

10 similar 9 in the sense that cooled charge air 1008 via the intercooler valve 1064 into the mixing chamber 1016 be guided and through the holes 1014 can flow to the converted gas mixture 1018 in the catalyst outlet line 1020 to cool, the cooled gas mixture 1040 to manufacture, with which the turbine 1004 is driven. However, this cooling is mainly due to the charge air 1026 in the charge air line 1022 , The temperature sensor 1076 generates a temperature signal 1050 for the gas mixture, which is the temperature of the converted gas mixture 1018 downstream of the mixing chamber 1016 indicates. The temperature of the converted gas mixture begins 1018 at the entrance of the turbine 1004 a maximum temperature of z. B. 950 ° C, the mixing valve 1074 in response to the mixing valve control signal 1048 opened by the control unit 1058 is produced. Will that be mixing valve 1074 fully opened and increases the temperature of the converted gas mixture 1018 at the entrance of the turbine 1004 continue, the charge air cooler valve 1064 in response to the control signal 1052 for the intercooler valve, that of the control unit 1058 is generated, to be opened. In this case, the mixing valve 1074 closed or partially closed, so that possibly the cooled charge air 1008 from the intercooler 1072 that are in the charge air cooler line 1030 is located, for the sufficient cooling of the converted gas mixture 1018 is needed. Because the cooled charge air 1008 colder than the charge air 1026 , is the cooled charge air 1008 possibly capable of converting the converted gas mixture 1018 Cool enough, or it may be a combination of cooled charge air 1008 and charge air 1026 required to the converted gas mixture 1018 to cool sufficiently. Represents the controller 1058 notice that the temperature signal 1050 for the gas mixture continues to rise, although cooled charge air 1008 and charge air 1026 into the converted gas mixture 1018 can be initiated, the control unit 1058 a CVT control signal 1054 generate so that the compressor 1006 working at higher speed to get more charge air 1026 and cooled charge air 1008 to create. The pressure transducer 1068 generates in this regard an entrance pressure signal 1056 for the charge air, which is the pressure in the connecting line 1066 indicating to re-determine whether there is a sufficient amount of charge air in the connecting line 1066 located. The pressure transducer 1068 , as well as the pressure transducer of the other embodiments, also causes, as explained in more detail above, that the control device, such as. B. the controller 1058 , avoids the occurrence of pumping conditions.

In the in 10 embodiment shown is the entry of the catalyst 1044 no charge air, such. B. the charge air 1026 , fed. The drive motor 1002 can therefore operate with either a stoichiometric air / fuel ratio or a non-stoichiometric air / fuel ratio. The catalyst 1044 can therefore operate with exhaust gases which are in a stoichiometric ratio or in a non-stoichiometric ratio. In both cases, the catalyst becomes 1044 try the reactions of Equations 1-3 to reduce pollutants in the exhaust outlet 1012 handle.

11 is another embodiment of a high efficiency spark-ignition super-turbocharged propulsion system 1100 , The super-turbocharged drive system 1100 includes a drive motor 1102 with a super turbocharger, a turbine 1104 and a compressor 1106 includes. The adjustable transmission 1132 is with a compressor 1130 connected, which enters an inlet gas from the cooling gas 1128 compacted. The inlet gas is usually air, but may contain other gases, as discussed above. The adjustable transmission 1132 operates in response to a transmission control signal 1152 from the control unit 1158 is produced. The adjustable transmission 1132 puts the compressor 1130 in rotation, to the amount of charge air 1008 provide for the cooling of the converted gas mixture 1114 and the oxidation of the hydrocarbons in the gas mixture 1112 it is asked for. A mixing valve 1074 controls the amount of charge air 1108 that of the mixing chamber 1118 is supplied. The holes 1116 let the charge air 1108 in the catalyst inlet line 1140 through the holes 1116 inflow to the gas mixture 1112 manufacture. The gas mixture 1112 consists of exhaust gases from the exhaust manifold 1124 and from charge air 1108 , The charge air 1108 also becomes the mixing chamber 1122 fed. Through the holes 1120 the charge air flows 1108 in the catalyst outlet line 1150 and mixes with the converted gas mixture 1114 , An optional valve 1134 can be provided to the amount of charge air 1108 that of the mixing chamber 1122 in response to a control valve signal 1137 is fed to control.

According to the embodiment in FIG 11 is the amount of charge air 1108 coming from the mixing valve 1126 is fed, so controlled that a gas mixture 1112 with a stoichiometric air / fuel ratio arises. In accordance with an alternative embodiment, a signal 1136 for the fuel ratio from the vehicle computer to the controller 1158 be reported, which indicates the air / fuel ratio of the mixture, the combustion chambers of the drive motor 1102 is supplied. The signal for the fuel ratio 1136 is from the controller 1158 which calculates the oxygen needed to be present in the gas mixture 1112 a stoichiometric ratio is present. The control unit 1158 generated in response to the signal 1136 for the fuel ratio, a mixing valve signal 1144 , Through the mixing valve signal 1144 becomes the mixing valve 1126 so pressed that the right amount of charge air 1108 in the catalyst inlet line 1140 is introduced to a gas mixture 1112 to produce with a stoichiometric ratio. The oxygen sensor 1142 detects the oxygen content and generates an oxygen sensor signal 1148 connected to the control unit 1158 is transmitted to ensure that the correct amount of oxygen in the catalyst inlet line 1140 was introduced to produce a stoichiometric air / fuel ratio. The catalyst 1146 then converts the gas mixture 1112 around the converted gas mixture 1114 in the catalyst outlet line 1150 to create. The charge air 1108 then becomes the mixing chamber 1122 fed. The charge air 1108 flows through the holes 1120 and mixes with the converted gas mixture 1114 to respond in response to a by control unit 1158 generated valve control signal the cooled gas mixture 1160 manufacture. An optional valve 1134 can be provided to control the amount of cooling air entering the mixing chamber 1122 is initiated to control. However, it is possible that the operation of the variable transmission 1132 by means of the transmission control signal 1152 suitably takes place to control what amount of charge air 1108 into the mixing chamber 1122 is initiated so that the valve 1134 is not required. The valve 1134 can through the control unit 1158 be controlled via a valve control signal (not shown). The temperature sensor 1168 detects the temperature of the cooled gas mixture 1160 and generates a temperature signal 1154 for the gas mixture. The control unit 1158 monitors the temperature of the cooled gas mixture 1160 and controls via a transmission control signal 1152 the operation of the variable transmission 1132 to the amount of charge air 1108 to control that in the catalyst outlet line 1150 is initiated to ensure that the cooled gas mixture 1160 does not exceed a temperature leading to damage to the turbine 1104 would lead. Alternatively, the optional valve 1134 also by the control unit 1158 be controlled to the amount of charge air 1108 to control that in the catalyst outlet line 1150 is initiated. The cooled gas mixture 1160 then gets into the turbine 1104 initiated. The turbine 1104 is from the cooled gas mixture 1160 driven and drives in turn the compressor 1106 at.

12 shows another embodiment of a highly efficient super-turbocharged propulsion system with spark ignition 1200 , The super-turbocharged drive system 1200 includes a drive motor 1202 , The drive motor 1202 is coupled with a super turbocharger, which is a turbine 1210 and a compressor 1204 includes. The compressor 1204 compressed by the air inlet 1208 provided inlet air to in the connecting line 1228 charge air 1248 to create. The intercooler 1232 cools the charge air 1248 off and generated in the charge air line 1230 cooled charge air 1250 that is the intake manifold of the drive motor 1202 is forwarded.

Like also in 12 shown, the exhaust gases 1242 from the exhaust manifold 1234 in the catalyst inlet line 1220 initiated. The catalyst 1222 converts the exhaust gases 1242 around, in the catalyst outlet line 1224 converted exhaust gases 1244 to create. The return valve 1226 is in the connection line 1228 appropriate. The connection line 1228 is with the catalyst outlet line 1224 connected. Is the return valve 1226 opened in response to a control signal, the cooling air mixes 1246 from the connection line 1228 with the converted exhaust gases 1244 , The length of the connecting line 1240 is sufficient to substantially mix the converted exhaust gases 1244 and the cooling air 1246 to allow the cooled gas mixture 1212 before entering the turbine 1210 mixed and cooled. The drive motor 1202 can operate with either a stoichiometric air / fuel ratio or a non-stoichiometric air / fuel ratio, such as a rich fuel ratio. Works the drive motor 1202 with a stoichiometric air / fuel ratio, the catalyst wraps 1222 the chemical reactions of equations 1-3 to the pollutants and the converted exhaust gases 1244 to reduce substantially. If a non-stoichiometric ratio, z. As a rich fuel ratio used, is the catalyst 1222 not as effective as the hydrocarbons and the carbon monoxide in the exhaust gases from the catalyst 1222 not completely oxidized. The temperature of the converted gases 1244 However, before entering the turbine 1210 through the cooling air 1246 reduced. It is in a vehicle in which the drive motor 1202 is installed, under operating conditions fully open throttle in the drive motor 1202 used a fatty fuel mixture. This will be in the exhaust gases 1242 that from the catalyst 1222 the proportion of hydrocarbons and carbon monoxide increases. The cooling air 1246 Ensures that the temperature of the cooled gas mixture 1212 a temperature does not exceed the damage to the turbine 1210 would cause.

13 is a schematic representation of another embodiment of a highly efficient super-turbocharged propulsion system with spark ignition 1300 , The super-turbocharged drive system 1300 includes a drive motor 1302 with a super turbocharger, a turbine 1304 and a compressor 1306 includes. The compressor 1306 compresses air from the air inlet 1310 to charge air 1320 in the connection line 1350 to create. The charge air 1320 flows through the intercooler 1352 , which cools the charge air and so the cooled charge air 1338 in the charge air line 1354 generated. The cooled charge air 1338 in the charge air line 1354 is in the intake manifold (not shown) of the drive motor 1302 directed. The exhaust gases 1316 be from the exhaust manifold 1362 emitted and flow through the connecting line 1330 , The return valve 1336 leaves the charge air 1320 into the mixing chamber 1360 stream. Through the holes 1358 can the charge air 1320 in the catalyst outlet line 1364 flow. The temperature sensor 1366 generates a temperature signal 1332 for the gas mixture connected to the control unit 1346 is transmitted. The control unit 1346 generates a return valve control signal 1334 connected to the return valve 1336 is transmitted to the temperature sensor 1366 detected temperature of the cooled gas mixture 1314 to control. The temperature of the cooled gas mixture 1314 is kept below a maximum temperature at the turbine 1304 Would cause damage.

14 is a schematic representation of a highly efficient super-turbocharged propulsion system with spark ignition 1400 , The super-turbocharged drive system 1400 includes a drive motor 1402 which is equipped with a super turbocharger. The super turbocharger includes a turbine 1404 and a compressor 1406 , The compressor 1406 compressed by the air inlet 1410 provided inlet air to in the connecting line 1462 charge air 1484 provide. The intercooler 1466 cools the charge air 1484 off to cooled charge air 1486 in the charge air line 1464 to create. The cooled charge air 1486 is in the intake manifold (not shown) of the drive motor 1402 directed.

Like also in 14 shown, the operation of a variable transmission or electric motor 1426 by one from the control unit 1456 generated control signal 1,450 controlled for the compressor capacity. The operation of the variable transmission or electric motor 1426 takes place via the energy source 1424 , The energy source 1424 may be an electrical energy source through which the operation of the electric motor 1426 takes place, or a mechanical energy source through which the operation of a variable transmission 1426 he follows. The compressor 1428 is with the adjustable gearbox or electric motor 1426 coupled and produces compressed refrigerant gas 1432 , The compressor 1428 generates the compressed refrigerant gas 1432 from the at the cooling gas inlet 1430 provided gas. In general, the cooling gas consists of outside air, but may also contain other of the gases described above. The compressed refrigerant gas becomes the mixing chamber 1416 directed. The mixing chamber 1416 has holes 1414 on, through which the compressed refrigerant gas 1432 in the catalyst inlet line 1440 infuse and deal with the exhaust gases from the exhaust manifold 1422 can mix to a gas mixture 1434 manufacture. In addition, the compressed refrigerant gas 1432 to the mixing chamber 1420 directed. The mixing chamber 1420 points out the holes 1418 in the catalyst outlet line 1448 on, whereby the converted gas mixture 1480 in the catalyst outlet line 1448 can flow to the cooled gas mixture 1482 manufacture. The cooled gas mixture becomes a turbine 1404 passed to the turbine 1404 drive and is via the exhaust outlet 1412 dissipated. Will the drive motor 1402 operated with a rich mixture, the compressor can 1428 in the form of compressed refrigerant gas 1432 that enters the mixing chamber 1416 is introduced, add additional oxygen to the gas mixture 1434 to produce a stoichiometric ratio. The stoichiometric ratio of the gas mixture 1434 can in the catalyst inlet line 1440 generated in response to that from the controller 1456 transmitted control signal 1,450 for the compressor power adjustment of the operation of the variable speed transmission or electric motor 1426 he follows. The control unit 1456 controls by means of the control signal 1,450 for the compressor power the variable speed drive or the electric motor 1426 , so that more or less compressed refrigerant gas 1432 to the catalyst inlet line 1440 is directed. Furthermore, the oxygen content in the catalyst inlet line 1440 through the oxygen sensor 1442 which monitors an oxygen sensor signal 1446 generated to the control unit 1456 is communicated and that indicates the oxygen content in the catalyst inlet line 1440 is present. The control unit 1456 may also be the oxygen content in the catalyst inlet line 1440 Control by changing the amount of the mixing chamber 1416 directed compressed refrigerant gas 1432 is controlled by the operation of the variable speed transmission or electric motor based on the oxygen sensor signal 1446 is controlled. Alternatively, a data signal 1408 be transmitted from the vehicle computer, which indicates the air / fuel ratio of the gas mixture in the combustion chamber of the drive motor 1402 is directed. The control unit 1456 then generates in response to the data signal 1408 the control signal 1,450 for the compressor capacity. The temperature sensor 1468 generates a temperature signal 1452 for the gas mixture, which is also to the control unit 1456 is transmitted. The variable transmission or the electric motor 1426 can turn through the control unit 1456 adapted in response to the temperature signal for the gas mixture 1452 a control signal 1,450 generated for the compressor power to ensure that the temperature of the cooled gas mixture 1482 does not exceed a maximum temperature, starting at the turbine 1404 Damage may occur.

15A shows another embodiment of a highly efficient super-turbocharged propulsion system with spark ignition 1500 , The super-turbocharged drive system 1500 includes a drive motor 1502 which is equipped with a super turbocharger. The super turbocharger includes a turbine 1504 and a compressor 1506 , The compressor 1506 compresses inlet air from the air inlet 1510 to charge air 1548 in the connection line 1514 to create. The intercooler 1518 cools the charge air 1548 off to the charge air line 1516 cooled charge air 1550 into the intake manifold (not shown) of the drive motor 1502 is directed.

Like also in 15A shown, the operation of a variable transmission or electric motor 1550 in response to a from the controller 1527 generated control signal 1519 for the Compressor capacity. A compressor 1526 is with the adjustable gearbox or electric motor 1520 coupled and compressed one through the cooling gas inlet 1528 supplied cooling gas. The cooling gas may consist of outside air or other gases described above. That of the compressor 1526 generated compressed gas 1522 gets into the connection line 1562 directed. The compressed gas is through the connecting line 1562 to the balance valve 1560 directed. The equalizing valve is activated in response to the control unit 1527 generated equalization valve signal 1592 actuated. The compressed gas 1522 gets into the mixing chamber 1578 passed and flows through the holes 1580 into the NOx converter inlet line 1588 to form a gas mixture 1524 manufacture. The gas mixture 1524 is a mixture of the compressed gas 1522 and exhaust gases from the exhaust manifold 1576 , The oxygen sensor 1590 monitors the oxygen content in the gas mixture 1524 and generates an oxygen sensor signal 1596 connected to the control unit 1527 is transmitted. The control unit 1527 controls by means of the compensation valve signal 1592 the function of the compensation valve 1560 , so that more or less compressed gas 1522 to the NOx converter inlet line 1588 is passed. The NOx converter 1594 effects a reduction of the NOx gases according to Equation 1 above. The hydrocarbon carbon monoxide converter 1572 causes oxidation of hydrocarbons and carbon monoxide in the NOx-converted gas mixture 1541 that exits the NOx converter 1594. In other words, the reduction of pollutants takes place in two stages. The NOx converter 1594 converts NOx gases. The NOx-converted gas mixture 1541 is then in the hydrocarbon / carbon monoxide converter 1572 in which the hydrocarbons and the carbon monoxide in the NOx-converted gas mixture 1541 be oxidized. From Equation 1, it can be seen that NOx gases are reduced when the fuel ratio is rich. According to equations 2 and 3 above, the hydrocarbon / carbon monoxide converter 1572 by additional oxygen, the hydrocarbons and the carbon monoxide completely oxidize. Will be a very rich mixture, such as a 30% over-rich mixture, in the drive motor 1502 burned, the exhaust gases from the exhaust manifold 1576 be very heavily enriched with hydrocarbons and carbon monoxide. Combustion of all hydrocarbons and all carbon monoxide in the hydrocarbon / carbon monoxide converter 1572 can lead to overheating of the hydrocarbon / carbon monoxide converter 1572 to lead. In this case, via the balance valve 1560 with the compressed gas 1522 Oxygen can be fed to some of the hydrocarbons in the converter 1594 which may contain the three-way catalyst capable of oxidizing hydrocarbons and carbon monoxide. In this way, the presence of hydrocarbons and carbon monoxide in the NOx-converted gas mixture 1541 slightly reduced, leaving the hydrocarbon / carbon monoxide converter 1572 does not have to oxidize all of the hydrocarbons and all carbon monoxide, thereby avoiding overheating. To the supply of oxygen to the NOx converter inlet line 1588 by means of the compressed gas 1522 to monitor, transmits the oxygen sensor 1590 an oxygen sensor signal 1596 to the control unit 1527 ,

Like also in the 15A shown is the connection line 1562 with the connection line 1582 connected, the compressed gas 1522 to the mixing chamber 1570 conducts when the valve 1584 is open. The compressed gas 1522 flows through the holes 1574 to the gas mixture 1543 manufacture. The valve 1584 is in response to the control unit 1527 generated control valve signal 1537 actuated. The oxygen sensor 1586 monitors the oxygen content in the NOx-converted gas mixture 1541 and generates an oxygen sensor signal 1525 connected to the control unit 1527 is transmitted. The control unit 1527 opens by means of the control valve signal 1537 the valve 1584 to the NOx-converted gas mixture 1541 through the holes 1574 compressed gas 1522 to be added to ensure that in the gas mixture 1543 that converts to the hydrocarbon / carbon monoxide converter 1572 sufficient oxygen is present to completely burn the hydrocarbons and carbon monoxide. In the gas mixture 1543 no stoichiometric ratio has to be produced since the NOx gases have been converted in the NOx converter 1594. The temperature sensor 1533 monitors the temperature of the oxidized gas mixture 1545 that is from the hydrocarbon / carbon monoxide converter 1572 exits and generates a temperature signal 1521 for the gas mixture connected to the control unit 1527 is transmitted. The control unit 1527 uses the temperature signal 1521 for the gas mixture to a control valve signal 1535 to generate the function of in the connection line 1564 attached valve 1566 controls. Through the valve 1566 can compressed gas 1522 into the mixing chamber 1568 and through the holes 1575 flow to interact with the oxidized gas mixture 1545 to mix around the oxidized gas mixture 1545 cool. The cooled gas mixture 1547 then gets into the turbine 1504 initiated. The actuation of the valve 1566 Make sure that the cooled gas mixture 1547 a temperature does not exceed the damage to the turbine 1504 would cause.

The advantage of in 15A set forth super-turbocharged drive system 1500 is that the drive motor can work with a rich mixture without generating additional pollutants. Will a working of the drive motor 1502 approved with a rich mixture, supports the liquid fuel in the drive motor, the cooling of the internal engine components, reducing the life of the drive motor 1502 is increased. Furthermore, the NOx converter 1594 works more efficiently with a rich fuel mixture. Furthermore, the rich fuel mixture in the hydrocarbon / carbon monoxide converter 1572 completely oxidized, leaving in the exhaust outlet 1512 no hydrocarbons and no carbon monoxide present. In addition, rich-rich propulsion engines are generally considered less efficient due to the unused fuel in the exhaust. The heat generated by the oxidation of hydrocarbons and carbon monoxide in the hydrocarbon / carbon monoxide converter 1572 is generated, however, at least partially by the operation of the turbine 1504 with the oxidized gas mixture 1545 recovered. The additional in the oxidized gas mixture 1545 The heat generated drives the turbine 1504 so that much of the energy from the rich fuel mixture can be recovered. The valve 1566 is controlled so that the temperature of the cooled gas mixture 1547 in the range 900 ° C - 950 ° C moves, which is a little below the temperature at which the turbine 1504 Could suffer damage. In addition, the drive motor generates 1502 When working with a rich fuel mixture, higher horsepower, which increases the efficiency of the super-turbocharged propulsion system 1500 is improved. Therefore, this increases in 15A set forth super-turbocharged drive system 1500 the power of the drive motor 1502 , does not generate pollutants and is capable of the otherwise unused heat of the cooled gas mixture 1597 for the operation of the turbine 1504 recover. In addition, the internal components of the drive motor work 1502 at a lower temperature, as the rich fuel mixture cools the engine components, and the NOx converter 1594 is more effective.

To the functioning of the drive system 1500 To simplify even further, the introduction of the compressed gas 1522 into the NOx converter inlet line 1588 omitted. A reason for the addition of the compressed gas 1522 to the gas mixture 1524 is the partial oxidation of the rich fuel mixture in the NOx Converter 1594, which can operate as a three-way converter rather than just a simple NOx converter. As stated above, the rich fuel mixture is partially oxidized to overheat the hydrocarbon / carbon monoxide converter 1572 due to the presence of a large amount of hydrocarbons and carbon monoxide in the NOx converted gas mixture 1541 to avoid. However, the NOx converted gas mixture may 1541 an additional amount of compressed gas 1522 also be included in the NOx converter outlet line 1598, this amount exceeds the amount required for the complete oxidation of the hydrocarbons and the carbon monoxide. In other words, there may be an additional amount of compressed gas 1522 be introduced into the NOx converter outlet line 1598, not only the total hydrocarbons and the carbon monoxide in the hydrocarbon / carbon monoxide converter 1572 but also to provide cooling gases to the operating temperature of the hydrocarbon / carbon monoxide converter 1572 to reduce. In this way, that of the mixing chamber 1570 supplied compressed gas 1522 be fed in an amount that overheats the hydrocarbon / carbon monoxide converter 1572 prevented. The temperature signal 1521 for the gas mixture communicates the temperature data at the exit of the hydrocarbon / carbon monoxide converter 1572 to the control unit 1527 so the controller 1527 the valve 1584 by means of the control valve signal 1537 can press to overheat the hydrocarbon / carbon monoxide converter 1572 while still maintaining a reasonable operating temperature for the work of the hydrocarbon / carbon monoxide converter 1572 is maintained. In this way, the balance valve 1560 omitted.

15B is one compared to 15A modified schematic representation of a highly efficient super-turbocharged propulsion system with spark ignition 1500 , As in 15B shown is a single connection line 1582 used to charge the air 1522 for the dual purpose of introducing oxygen into the hydrocarbon / carbon monoxide converter 1572 and to provide cooling gas. In comparison with 15A were next to the connection line 1564 , the valve 1566 and the mixing chamber 1568 the mixing chamber 1578 and the balance valve 1560 omitted. The connection line 1582 and the valve 1584 can conduct the oxygen necessary to be in the hydrocarbon / carbon monoxide converter 1572 the complete oxidation of all hydrocarbons and all carbon monoxide in the NOx-converted gas mixture 1541 be present, can take place. In addition, the NOx-converted gas mixture 1541 additional charge air 1522 for cooling the oxidized gas mixture 1545 be added to the temperature of the oxidized gas mixture 1545 below a maximum temperature, which is at the turbine 1504 Would cause damage. The temperature sensor 1533 generates a temperature signal 1521 for the gas mixture connected to the control unit 1527 is transmitted. The controller can control the temperature of the oxidized gas mixture 1545 just monitor and the valve 1584 by means of the control valve signal 1537 to ensure that the NOx converter exhaust line 1598 has a sufficient amount of pressurized gas 1522 is fed to the temperature of the oxidized gas mixture 1545 Keeping at a temperature that damages the turbine 1504 would cause. The NOx-converted gas mixture 1541 However, sufficient oxygen must be supplied to ensure that all the hydrocarbons and all carbon monoxide in the hydrocarbon / carbon monoxide converter 1572 be oxidized. For example, under cold start conditions, the NOx converted gas mixture 1541 relatively cold and does not require additional compressed gas 1522 for cooling. Additional compressed gas 1522 However, it is needed to the catalyst element in the hydrocarbon / carbon monoxide converter 1572 to activate and assist in the oxidation process of hydrocarbons and carbon monoxide. The oxygen sensor monitors 1586 the oxygen content of the NOx-converted gas mixture 1541 and generates an oxygen sensor signal 1525 connected to the control unit 1527 is transmitted and the respective oxygen content in the NOx-converted gas mixture 1541 indicates. Is in the gas mixture 1543 that converts to the hydrocarbon / carbon monoxide converter 1572 additional oxygen is needed to complete oxidation of all hydrocarbons and all carbon monoxide in the NOx converted gas mixture 1541 can ensure the controller 1527 the valve 1584 open to ensure that there is a sufficient amount of charge air 1522 to the NOx converter outlet line 1598 is passed to completely oxidize the hydrocarbons and the carbon monoxide.

In addition, the valve 1584 not needed if the variable transmission 1520 that the compressor 1526 drives, from the control unit 1527 via the control signal 1519 for the compressor power is controlled so that in response to the oxygen sensor signal 1525 and the temperature signal 1521 for the gas mixture, the desired amount of compressed gas 1522 is forwarded. Alternatively, the compressor 1526 operate at a constant speed, so that a sufficient amount of compressed gas 1522 both for the oxidation and for the cooling of the NOx-converted gas mixture 1541 is delivered, either without control or simply by the valve 1584 is controlled. The system works without the valve 1584 , puts the compressor 1526 simply a fixed amount of compressed gas 1522 ready for both the complete oxidation and sufficient compressed gas 1522 ensures the gas mixture 1543 to cool in all operating conditions. The only drawback of such a system is that the temperature of the hydrocarbon / carbon monoxide converter 1572 could not and does not work as efficiently as a hydrocarbon / carbon monoxide converter 1572 could work at a higher temperature. In addition, the additional mass flow of air under many conditions to a decrease in the temperature of the cooled gas mixture 1547 lead, leaving the turbine 1504 would not work as efficiently as the turbine 1504 would work if the cooled gas mixture 1547 near the maximum temperature, otherwise at the turbine 1504 Would cause damage. The compressor 1526 can also work using an electric motor powered by an electric system of the super-turbocharged propulsion system 1500 is energized. An electric motor 1520 can also by the control unit 1527 be controlled so that the right amount of compressed gas 1522 is delivered, so that the valve 1584 is not required.

That in the 15A and 15B illustrated super-turbocharged drive system 1500 and the other embodiments disclosed herein are unique in that pressurized gas, such as the pressurized gas 1522 , is used as a coolant. Compressed gases are not usually considered to be an effective coolant because the properties of compressed gases do not make them particularly effective as coolants. Normally, liquids such as water or liquid fuel are considered effective refrigerants. However, the use of compressed gas provides the oxygen and a coolant for the cooling of the hot exhaust gases. Although much of the charge air is needed for cooling, the additional mass flow is used to make the turbine 1504 works with higher power. It also prevents the turbine 1504 Overspeed achieved by the additional power is transmitted back to the crankshaft of the drive motor or the drive train of the vehicle.

16 is a schematic representation of another embodiment of a highly efficient super-turbocharged propulsion system with spark ignition 1600 , As in 16 shown includes the super-turbocharged drive system 1600 a drive motor with super turbocharger. The super turbocharger includes a turbine 1604 and a compressor 1606 , The compressor 1606 compressed by the air inlet 1610 provided air to in the connecting line 1616 charge air 1674 to create. The intercooler 1618 cools the charge air and generated in the charge air line 1620 cooled charge air 1622 placed in the intake manifold (not shown) of the drive motor 1602 is directed. The return valve 1664 is in the connection line 1616 installed and conducts charge air 1674 to the mixing chamber 1640 , Through the holes 1638 the charge air flows 1674 into the NOx converter exhaust line 1682 and mixes with the NOx-converted gas mixture 1632 , Exhaust gases from the exhaust manifold 1644 flow in the NOx converter inlet line 1646 into the NOx converter. The NOx Converter 1648 converts the exhaust gases to reduce the NOx gases and provides the NOx converted gas mixture 1632 to the NOx converter outlet line 1682. The gas mixture 1630 flows into the NOx converter 1648, which converts the NOx gases. The NOx-converted gas mixture 1632 then flows into the NOx converter outlet line 1682. The oxygen sensor 1666 monitors the oxygen content in the NOx-converted gas mixture 1632 and generates an oxygen sensor signal 1668 connected to the control unit 1680 is transmitted. The control unit 1680 generates a controller signal to the mixing valve 1660 for actuating the return valve 1664 to charge air 1674 to the NOx converter outlet line 1682, which deals with the NOx-converted gas mixture 1632 mixed. The charge air 1674 , the NOx converter outlet line 1682 through the recirculation valve 1664 is supplied, provides oxygen and cooling gases, which deals with the NOx-converted gas mixture 1632 mix, causing the cooled gas mixture 1636 will be produced. The cooled gas mixture 1636 flows into the hydrocarbon / carbon monoxide converter 1686 in which the hydrocarbons and the carbon monoxide present in the cooled gas mixture 1636 present, be oxidized. The temperature sensor 1684 monitors the temperature of the hydrogen / carbon monoxide converted gas mixture 1634 that is from the hydrocarbon / carbon monoxide converter 1686 exits, and generates a temperature signal 1662 for the gas mixture connected to the control unit 1680 is transmitted. The control unit 1680 generates a controller signal in response thereto 1660 to the mixing valve, which is the return valve 1664 controls to the cooled gas mixture 1636 additional charge air 1674 if the temperature of the gas mixture at the outlet of the hydrocarbon / carbon monoxide converter 1686 approaching a temperature that causes damage to the turbine 1604 could lead. The hydrogen / carbon monoxide converted gas mixture 1634 becomes a turbine 1604 passed to the turbine 1604 drive. The hydrogen / carbon monoxide converted gas mixture 1634 is then via the exhaust outlet 1612 from the turbine 1604 dissipated. The oxygen sensor 1666 also monitors the oxygen content in the NOx converted gas mixture 1632 and generates an oxygen sensor signal 1668 connected to the control unit 1680 is transmitted. The control unit 1680 uses the oxygen sensor signal 1668 in addition, by means of the controller signal 1660 to the mixing valve, the return valve 1664 to control, to ensure that sufficient oxygen in the cooled gas mixture 1636 present to hydrocarbons and carbon monoxide in the NOx-converted gas mixture 1632 be present to completely oxidize. Consequently, the controller takes over 1680 the function of the control of the return valve 1664 to provide enough oxygen to complete oxidation of the hydrocarbons and carbon monoxide in the hydrocarbon / carbon monoxide converter 1686 ensure and sufficient cooling gases for cooling the cooled gas mixture 1636 to provide, so that at the turbine 1604 no damage occurs. In this way, in the hydrogen / carbon monoxide converted gas mixture 1634 maintained a temperature at the turbine 1604 no damage is caused, but including all the hydrocarbons and all the carbon monoxide in the hydrocarbon / carbon monoxide converter 1686 were oxidized.

16 also shows an optional connection line 1642 with a mixing valve 1624 , The mixing valve 1624 is through the control unit 1680 by means of the return valve signal 1670 actuated. As in 16 shown, the charge air can 1626 optional in the mixing chamber 1628 be routed to the gas mixture 1630 Add oxygen and cooling gases, instead of or in addition to the charge air 1674 in the mixing chamber 1640 will be added. In this way, an additional amount of charge air 1626 both for cooling and for oxidizing hydrocarbons and carbon monoxide in the hydrocarbon / carbon monoxide converter 1686 to be added. In this regard, the connecting line 1642 only one alternative location for the addition of pressurized gas. Alternatively, the NOx converter 1648 may comprise a three-way converter. In this case, the charge air 1626 introduced a certain amount of oxygen, which is an oxidation of a portion of the hydrocarbons and the carbon monoxide in a three-way converter 1648 would allow, so not necessarily all the hydrocarbons and all the carbon monoxide in the hydrocarbon / carbon monoxide converter 1686 must be oxidized. Is the gas mixture 1630 z. For example, a very rich fuel mixture, such as a fuel mixture that is over-greased to 30%, requires a large amount of hydrocarbons and carbon monoxide to be oxidized. In this case, there could be overheating of the hydrocarbon / carbon monoxide converter 1686 come, and a sufficient amount of charge air 1674 may not be able to provide sufficient cooling to allow the temperature of the hydrogen / carbon monoxide converted gas mixture 1634 drops to a temperature that is damaging the turbine 1604 prevented. In this case, some of the hydrocarbons and carbon monoxide in the three-way converter 1648 oxidized, so not all the oxidation in the hydrocarbon / carbon monoxide converter 1686 takes place.

17 is a schematic representation of a highly efficient super-turbocharged propulsion system with spark ignition 1700 , The super-turbocharged drive system 1700 includes one drive motor 1702 which is equipped with a super turbocharger. The super turbocharger includes a turbine 1704 and a compressor 1706 , The super-turbocharged drive system 1700 resembles the super-turbocharged drive system 1600 out 16 , wherein the connecting line 1642 , the mixing valve 1624 and the mixing chamber 1628 were omitted. As in 17 set forth, represents the compressor 1706 a source for the charge air 1766 out through the air intake 1712 supplied air is generated. The charge air 1766 gets into the connection line 1778 promoted. The charge air 1766 flows through the intercooler 1730 that's the charge air 1766 cools to cooled charge air 1764 in the charge air line 1732 to be generated with the intake manifold (not shown) of the drive motor 1702 connected is. The exhaust gases 1714 from the exhaust manifold 1744 flow into the NOx converter inlet line 1746. The exhaust gases 1714 then, from the NOx converter inlet line 1746 into the NOx converter 1748, which converts the NOx gases, NOx-converted exhaust gases flow in the NOx converter outlet line 1742 1716 to create. The drive motor 1702 can operate under open throttle operating conditions and other rich mixture conditions with a rich mixture, allowing the 1748 NOx converter to operate effectively and the drive motor 1702 is possible, a smaller amount of NOx gases in the combustion chambers of the drive motor 1702 to create. The oxygen sensor 1750 monitors the oxygen content in the NOx-converted exhaust gases 1716 and generates an oxygen sensor signal 1752 connected to the control unit 1770 and the amount of oxygen present in the NOx converted exhaust gases 1716 is present. The NOx-converted exhaust gases 1716 A sufficient amount of oxygen must be supplied to ensure that all the hydrocarbons and all the carbon monoxide in the hydrocarbon / carbon monoxide converter 1738 be oxidized. The control unit 1770 generates a return valve signal 1760 that the amount of charge air 1766 controls that in the mixing chamber 1736 is directed. Through the holes 1734 the charge air flows 1766 and mixes with the NOx-converted exhaust gases 1716 to such a cooled gas mixture 1720 manufacture. The temperature sensor 1740 monitors the temperature of the hydrogen / carbon monoxide converted gas mixture 1722 at the outlet of the hydrocarbon / carbon monoxide converter 1738 and generates a temperature signal 1756 for the gas mixture connected to the control unit 1770 is transmitted. The control unit 1770 takes over the temperature signal 1756 for the gas mixture and controls by means of the return valve signal 1760 the return valve 1758 to the return valve 1758 to open or close so that the temperature of the hydrogen / carbon monoxide converted gas mixture 1722 held at a temperature at the turbine 1704 no damage occurs. As stated above, in a temperature range of 900 ° C to 950 ° C, which is slightly lower than the temperature at the turbine 1704 Damage occurs through the turbine 1704 from the hydrogen / carbon monoxide converted gas mixture 1722 large amounts of energy are gained. The hydrogen / carbon monoxide converted gas mixture 1722 becomes a turbine 1704 passed to the turbine 1704 drive. The hydrogen / carbon monoxide converted gas mixture 1722 is then via the exhaust outlet 1710 from the turbine 1704 dissipated.

18 is a schematic representation of an embodiment of a double catalyst 1800 , As in 18 shown has the double catalyst 1800 an entrance 1802 , in the gas mixtures, such as exhaust gases containing nitrogen oxide, carbon monoxide and hydrocarbons, in the first stage of the double catalyst 1800 flowing in, which includes the NOx converter section 1804. The NOx converter 1804 first reduces the NOx gases in the gas mixture entering the catalyst 1800 was conducted. Outside air is supplied to the valve by one of the compressors shown above in the various embodiments 1814 directed, which is the amount of air that enters the connection line 1812 is directed controls. The connection line 1812 is with the mixing chamber 1806 which mixes the NOx-converted gases from the NOx converter section 1804 with outside air. The outside air contains a sufficient amount of oxygen, thereby oxidizing the hydrocarbons and the carbon monoxide in the hydrocarbon / carbon monoxide converter section 1808 takes place. The converted gases then flow to the outlet 1810 ,

The advantage of in 18 represented catalyst 1800 is that at the entrance 1802 no stoichiometric mixture of gases must be present. In fact, it is such that a rich fuel gas mixture promotes more effective operation of the NOx converter portion 1804. The introduction of oxygen into the mixing chamber 1806 Allows almost complete oxidation of hydrocarbons and carbon monoxide in the hydrocarbon / carbon monoxide converter 1808 , In this way, the pollutant content of the converted gases at the outlet 1810 extremely low. The double catalyst 1800 is not normally operated in a manner in which a rich fuel mixture enters the inlet 1802 is initiated, since the heat generated in the oxidation of a rich fuel mixture can not normally be recovered. The use of a double catalyst 1800 however, allows the hydrocarbon / carbon monoxide converter section 1808 generated heat to be used, since the hot exhaust gases are cooled to an almost optimal temperature, with an increased mass flow occurs in the turbine, which uses the heat energy. In other words, the double catalyst 1800 just like the two in 17 illustrated converter 1748 . 1738 and the two in 16 illustrated converter 1648 . 1686 an effective reduction of pollutants without decreasing the efficiency of the propulsion system as the heat generated is harnessed by the increased temperatures and mass flow of the exhaust gases entering the turbine. In addition, the ability to use a rich fuel mixture for the work of the drive motor enables the fuel to cool the internal components of the drive motor, thereby increasing the life of the drive motor. Moreover, the rich fuel mixture that is first fed into a NOx converter will allow the NOx converter to perform better. The ability to introduce additional oxygen into the hydrocarbon / carbon monoxide converter, rather than a stoichiometric mixture, allows for complete oxidation of the hydrocarbons and carbon monoxide so that the exhaust gases have fewer pollutants than a standard three-way catalyst. The double catalyst 1800 Of course, in the embodiments of the 15A . 15B . 16 and 17 be used.

The foregoing description of the invention has been presented for purposes of illustration and description. It does not claim to be exhaustive or to limit the invention to the disclosed embodiments, and other modifications and variations are possible using the above teachings. The embodiment has been chosen and described in order to best explain the principle of the invention and its practical application so that another person skilled in the art will be able to use the various embodiments and modifications of the invention which are convenient for the intended application. The appended claims are to be construed to include other alternative embodiments of the invention, as long as no limitation by the prior art is given.

Claims (14)

A method of improving the performance of a rich fuel mixture propulsion system (100), comprising: a super turbocharger (104) having a turbine (106) and a compressor (108); providing a catalyst (116) to which exhaust gases (230) are supplied from the drive system (100) and in which an exothermic reaction occurs which increases the heat of the exhaust gases (230), thereby converting converted hot exhaust gases (284) at the exit of the catalyst (116) are generated; the supply of charge air from the compressor; mixing a portion of the charge air (288) with the converted, hot exhaust gases (284) from the catalyst (116) to produce a gas mixture (286) having a temperature not exceeding a predetermined maximum temperature, thereby damaging the Prevent turbine (106) of the super turbocharger (104); driving the turbine (106) with the gas mixture (286); transferring excess mechanical rotational energy of the turbine (106) from the turbine to a driveline (112) to prevent the excess mechanical rotational energy from rotating the turbine (106) at speeds that would cause damage to the compressor (108). Method according to Claim 1 and further comprising: transmitting mechanical rotational energy of the powertrain (112) from the driveline to the compressor (108) to reduce the occurrence of turbo lag conditions. Method according to Claim 1 or 2 wherein efficiency of the drive motor (102) is improved by not expelling excess gas of the gas mixture (286) through a wastegate. Method according to Claim 1 or 2 wherein transferring excess mechanical turbine rotational energy from the turbine (106) to the powertrain (112) comprises: using a transmission (110) that transmits the excess mechanical turbine rotational energy and mechanical driveline rotational energy between the driveline (112); and a shaft connecting the turbine (106) and the compressor (108) couples. A super turbocharged propulsion system (1500) comprising: a piston engine (1502) that generates exhaust gases (1512); a NOx converter (1594) connected to receive the exhaust gases (1512) and to produce NOx converted gases (1541); a compressor (1506) connected to an air source (1510) and providing charge air (1548) directed to an inlet of the piston engine (1502); a recirculation valve (1566) that supplies a part of the charge air (1548) mixed with the NOx converted gases (1541) to produce a gas mixture (1543); a hydrocarbon and carbon monoxide converter (1572) connected to receive the gas mixture (1543) and to oxidize the hydrocarbons and the carbon monoxide in the gas mixture (1543) to form a hydrocarbon and gas mixture Producing carbon monoxide-converted gas mixture (1545); a turbine (1504) coupled to receive the hydrocarbon and carbon monoxide converted mixture (1545) and generate turbine mechanical rotational energy from the hydrocarbon and carbon monoxide converted gas mixture (1545). Super turbocharged drive system (1500) after Claim 5 , further comprising: a controller (1527) that generates a control signal (1537) that regulates the amount of charge air (1548) to the hydrocarbon and carbon monoxide converted gas mixture (1545) entering the turbine (1504) below a maximum temperature to keep. Super turbocharged drive system (1500) after Claim 6 , further comprising: a transmission (1520) that extracts excess turbine mechanical rotational energy from the turbine (1504) and converts excess turbine mechanical rotational energy to mechanical driveline rotational energy. Super turbocharged drive system (1500) after Claim 5 wherein the portion of the charge air (1548) is sufficient to substantially completely oxidize the hydrocarbons and carbon monoxide in the hydrocarbon and carbon monoxide converter (1572). Super turbocharged drive system (1500) after Claim 5 wherein the portion of the charge air (1548) is sufficient to cool the hydrocarbon and carbon monoxide converted gas mixture (1545) to a desired temperature. Super turbocharged drive system (1500) after Claim 8 wherein the portion of the charge air (1548) is sufficient to cool the hydrocarbon and carbon monoxide converted gas mixture (1545) to a desired temperature. Super turbocharged drive system (1500) after Claim 7 wherein the transmission (1520) transfers mechanical driveline rotational energy from the driveline to the compressor (1506) to reduce turbo lag conditions when the flow of exhaust gases (1512) through the turbine (1504) is insufficient to control the compressor at a to drive desired boost pressure. Super turbocharged drive system (1500) after Claim 7 wherein the transmission (1520) extracts excess mechanical turbine rotational energy from the turbine (1504) to maintain the speed of the compressor (1506) to drive the compressor (1506) at a desired boost pressure. Super turbocharged drive system (1500) after Claim 7 wherein the transmission (1520) transmits mechanical powertrain rotational energy from the driveline to the compressor (1506) to drive the compressor (1506) at a desired boost pressure when the flow of exhaust gases (1512) through the turbine (1504) is insufficient. Super turbocharged drive system (1500) after Claim 13 wherein the recirculation valve (1566) allows the portion of the charge air (1548) to be mixed with the NOx converted gases (1541) to avoid pumping and to achieve a desired boost pressure when the charge air (1548) flows through the charge air Compressor (1506) would otherwise lead to pumps in the compressor (1506).

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