EP3133269A1 - Dissipation de puissance excédentaire pour systèmes de récupération de perte d'étranglement - Google Patents

Dissipation de puissance excédentaire pour systèmes de récupération de perte d'étranglement Download PDF

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Publication number
EP3133269A1
EP3133269A1 EP16183647.3A EP16183647A EP3133269A1 EP 3133269 A1 EP3133269 A1 EP 3133269A1 EP 16183647 A EP16183647 A EP 16183647A EP 3133269 A1 EP3133269 A1 EP 3133269A1
Authority
EP
European Patent Office
Prior art keywords
electrical
vehicle
assembly
turbine
energy
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16183647.3A
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German (de)
English (en)
Inventor
Mike Guidry
Patrick Beresewicz
Andrew Love
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honeywell International Inc
Original Assignee
Honeywell International Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/827,791 external-priority patent/US9657696B2/en
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Publication of EP3133269A1 publication Critical patent/EP3133269A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/1055—Details of the valve housing having a fluid by-pass

Definitions

  • the subject matter described herein relates generally to flow control systems, and more particularly, to managing excess recovered electrical power in a throttle loss recovery system.
  • the throttling of intake air is a known way of controlling the output of an engine, such as an internal combustion engine.
  • internal combustion engines use throttle bodies to throttle the intake air to the desired flow rate.
  • the throttling of air may cause a loss in efficiency during partial throttle conditions.
  • throttle bodies in some embodiments use butterfly valves to throttle the flow of intake air. While butterfly valves are known for their simplicity and reliability, they provide the throttling function by constricting the air intake path to a smaller area, which creates flow losses.
  • Prior art solutions have been developed which seek to control the flow of intake air while recovering some of the energy lost in the throttling process. Some of these prior art solutions recover energy using mechanical means, while others recover energy electrically. In those situations, the recovered electrical energy may exceed the demands of the vehicle electrical system, in which case, the excess electrical energy must be dissipated.
  • One approach to dissipating the excess energy involves short-circuiting the generator stator coils to regulate the electrical power output, however, this may cause current ripple or electrical noise that can be detrimental to other electrical components. Additionally, short-circuiting the excess energy may result in relatively high current, which, in turn, generates heat.
  • Turbine assemblies are provided.
  • One exemplary system includes a flow control assembly, a conduit providing fluid communication with the flow control assembly for a bypass portion of a fluid flow that bypasses a flow control valve based on an orientation of the flow control valve with respect to the fluid flow, and an electronics assembly including an electronics module coupled to the flow control assembly, wherein at least a portion of the electronics assembly is in fluid communication with the bypass portion of the fluid flow.
  • One exemplary throttle loss recovery system includes an inlet conduit upstream of a throttle, a turbine assembly coupled to the inlet conduit to receive an input fluid flow via the inlet conduit based on an orientation of the throttle, an outlet conduit downstream of the throttle that is coupled to the turbine assembly to receive an output fluid flow from the turbine assembly, and an electronics assembly including an electronics module coupled to the turbine assembly to control operations of the turbine assembly, wherein at least a portion of the electronics assembly is in fluid communication with at least one of the input fluid flow and the output fluid flow.
  • An exemplary method of operating a turbine assembly involves operating the turbine assembly to generate electrical energy in response to a bypass fluid flow to the turbine assembly, monitoring a first temperature corresponding to an intake fluid flow downstream of the turbine assembly, and automatically adjusting operation of the turbine assembly to increase the first temperature when the first temperature is less than a threshold.
  • the bypass fluid flow is influenced by an orientation of a flow control valve.
  • an exemplary system in yet another embodiment, includes a flow control assembly to generate electrical energy in response to a bypass portion of a fluid flow bypassing a flow control valve based on an orientation of the flow control valve with respect to the fluid flow, an electrical system comprising an energy storage element and an electrical load is coupled to the flow control assembly to receive the electrical energy, and a control module coupled to the electrical system to detect an excess energy condition based at least in part on a characteristic of the electrical system, and to operate the electrical system to dissipate at least a portion of the electrical energy generated by the flow control assembly using the electrical load in response to the excess energy condition.
  • An exemplary vehicle system includes a turbine assembly upstream of a throttle to generate electrical energy at an output in response to an input fluid flow influenced by an orientation of the throttle, a vehicle electrical system including an energy storage element and a vehicle electrical component that is coupled to the output of the turbine assembly, and a control module coupled to the vehicle electrical system to identify an excess energy condition and automatically activate the vehicle electrical component to dissipate at least a portion of the electrical energy generated by the turbine assembly in response to the excess energy condition.
  • a method of managing electrical energy generated by a turbine assembly upstream of a throttle is provided.
  • the turbine assembly generates the electrical energy in response to a fluid flow influenced by an orientation of the throttle.
  • the method involves operating a vehicle electrical system coupled to the turbine assembly to deliver the electrical energy to an energy storage element, operating the vehicle electrical system to dissipate at least a portion of the electrical energy using a vehicle electrical component in response to an excess energy condition, and thereafter operating the vehicle electrical system to deliver the electrical energy to the energy storage element in response to an absence of the excess energy condition.
  • a method of operating a flow control assembly generating electrical energy in response to a bypass fluid flow influenced by an orientation of a flow control valve involves operating the flow control assembly to deliver the electrical energy to a vehicle electrical system, and in response to a low temperature condition, automatically adjusting operation to alter heat generation at the flow control assembly, for example, by adjusting the delivery of the electrical energy to increase heat generation.
  • An embodiment of operating a turbine assembly generating electrical energy in response to a bypass fluid flow influenced by an orientation of a flow control valve involves operating the turbine assembly to deliver the electrical energy to a vehicle electrical system and monitoring a temperature associated with the turbine assembly. Operation of the turbine assembly is automatically adjusted to dissipate at least a portion of the electrical energy when the temperature is less than a threshold.
  • Another method of operating a throttle loss recovery assembly generating electrical energy in response to a bypass fluid flow influenced by an orientation of a throttle with respect to an intake fluid flow involves operating the throttle loss recovery assembly to deliver the electrical energy to a vehicle electrical system, detecting a potential icing condition, and automatically adjusting operation of the throttle loss recovery assembly to dissipate at least a portion of the electrical energy in a manner that increases generation of heat at the throttle loss recovery assembly in response to detecting the potential icing condition.
  • Embodiments of the subject matter described herein relate to vehicle systems that include a flow control assembly that functions as a bypass for fluid flow around a flow control valve to generate energy from the bypassing fluid flow.
  • a flow control assembly that functions as a bypass for fluid flow around a flow control valve to generate energy from the bypassing fluid flow.
  • the subject matter is described herein in the context of a turbine assembly that functions as a bypass for a throttle and includes an electrical generator that generates electrical energy, which offsets or otherwise compensates for losses or other inefficiencies resulting from throttling the intake air.
  • the subject matter described herein is not limited to use with turbines or throttles, and may be implemented in an equivalent manner for other suitable mechanical devices or flow control assemblies that are arranged to provide a bypass for another suitable flow control valve.
  • the subject matter is described herein in the context of a the turbine assembly being configured as a turbo generator, the subject matter described herein is not limited to use with turbo generators and may be implemented in an equivalent manner for turbochargers or other suitable arrangements.
  • the electronics associated with the turbine assembly are thermally coupled to air bypassing the throttle, by establishing fluid communication between the electronics assembly and the bypass air either upstream of the turbine ( FIG. 1 ) or downstream of the turbine ( FIG. 3 ).
  • the electronics may be packaged under the hood and cooled by the air bypassing the throttle, which typically has a colder temperature than the external under the hood temperatures near the turbine assembly.
  • the heat transfer between the electronics assembly and the bypass air raises the temperature of the air that is input to the turbine, which, in turn, increases the available energy that may be produced by the turbine. Additionally, raising the temperature of the bypass air reduces the risks of icing downstream of the turbine assembly.
  • the temperature of the bypass air at the turbine outlet is colder relative to the inlet of the turbine, and thus, facilitates more effective cooling of the electronics assembly.
  • the risk of icing may also be further reduced by providing the heat transfer downstream of the turbine.
  • excess electrical energy generated by the turbine assembly may be dissipated at the electronics assembly without exceeding maximum operating temperatures of the electronics.
  • the excess electrical energy may be dissipated by the electronics at the electronics assembly, thereby generating heat at the electronics assembly that is dissipated by the bypass air.
  • the heat dissipated by the electronics at the electronics assembly may be dynamically varied or adjusted to achieve a desired temperature at the inlet to the turbine, at the outlet of the turbine, at the intake manifold, or the like.
  • electrical energy generated by the generator may be selectively dissipated by the electronics at the electronics assembly rather than being transferred to the vehicle electrical system to achieve a desired operating temperature for the turbine assembly, the engine, or the like.
  • the temperature of the air downstream of the turbine that influences or otherwise corresponds to the temperature of the engine intake air is monitored, and the operation of the turbine assembly is automatically adjusted to increase the temperature of the engine intake air when the measured downstream air temperature is less than a threshold temperature.
  • additional heat may be dissipated at the electronics assembly and/or operations of the turbine assembly may be dynamically adjusted in conjunction with the heat dissipated at the electronics assembly to regulate the engine intake air to a desired operating temperature.
  • FIG. 1 depicts an exemplary embodiment of a vehicle system 100 that includes a throttle loss recovery (TLR) assembly 102 configured to modulate the flow of fluid to an intake manifold 104 of an engine.
  • the TLR assembly 102 includes a throttle 106 disposed within a conduit 108 for fluid 112 to be supplied to the engine intake.
  • the fluid 112 is realized as ambient air received via a port or inlet upstream of the TLR assembly 102.
  • the fluid 112 is realized as cooled charge air from the output of a charge air cooler (or intercooler).
  • the input fluid flow 112 may include compressed air.
  • the TLR assembly 102 includes a conduit 120 that adjoins the engine intake conduit 108 upstream of the throttle 106 and has an inlet configured to selectively receive at least a portion 114 of the input fluid flow 112 in a manner that is influenced by the orientation (or angle) of the throttle 106 with respect to the input fluid flow 112.
  • the angle of the throttle 106 with respect to the input fluid flow 112 increases to restrict the amount of the input fluid flow 112 that passes the throttle 106 to the intake manifold 104
  • the amount of fluid flow 114 bypassing the throttle 106 through the conduit 120 increases, which, in turn, increases the potential electrical energy that may be generated by the turbine assembly 124.
  • the angle of the throttle 106 with respect to the input fluid flow 112 decreases to allow more of the input fluid flow 112 to pass the throttle 106 to the intake manifold 104
  • the amount of bypass fluid flow 114 entering the conduit 120 decreases.
  • the outlet of the conduit 120 is coupled to the inlet (or input) of a turbine assembly 124 to establish fluid communication between the intake conduit 108 upstream of the throttle 106 and the inlet of a turbine 126 of the turbine assembly 124.
  • the bypass fluid flow 114 functions as the turbine input fluid flow that passes through the volute, nozzle, or and/or vanes of the turbine 126 and impacts the blades (or wheel) of the turbine 126 to rotate the turbine 126.
  • the turbine assembly 124 includes an electrical generator 128 coupled to the turbine 126 via a shaft, and the electrical generator 128 generates electrical energy in response to the rotation of the shaft caused by the turbine input fluid flow 114.
  • the TLR assembly 102 includes another conduit 122 having an inlet coupled to the outlet of the turbine 126 and an outlet coupled to the intake conduit 108 downstream of the throttle 106 to establish fluid communication between the turbine 126 and the intake conduit 108 for the turbine output fluid flow 116.
  • the turbine output fluid flow 116 combines with whatever portion of the input fluid flow 112 passes the throttle 106 to provide the intake fluid flow 118 supplied to the intake manifold 104.
  • the temperature of the intake fluid flow 118 may be influenced by or otherwise correspond to (or correlate to) the temperature of the turbine output fluid flow 116 when the throttle 106 is oriented to restrict at least a portion of the input fluid flow 112.
  • FIG. 2 depicts a cross-sectional view of an exemplary embodiment of a TLR assembly 200 suitable for use as the TLR assembly 102 in the vehicle system 100 of FIG. 1 .
  • the TLR assembly 200 includes a fluid conduit 202 which is configured to receive flow 212 of an input fluid (e.g., input fluid flow 112) and a throttle 206, is positioned in the fluid conduit 202.
  • the turbine inlet conduit includes an inlet 220 which may be defined at least in part by the intake conduit 202 and configured to selectively receive at least a portion of the input fluid flow 212 from the intake conduit 202.
  • the turbine wheel 226 is mounted on a shaft 230 coupled to an electrical generator 228, which is configured to produce electrical energy when the turbine wheel 226 rotates.
  • the illustrated turbine assembly 224 includes a volute 232, which substantially surrounds the turbine 226 and supplies the portion of the input fluid flow 212 received via the inlet 220 to the turbine 226.
  • the intake conduit 202, the turbine outlet conduit 222, and the volute 232 may be defined by an integral housing, which also retains the turbine 226 and the generator 228 to provide the TLR assembly 200 with a relatively compact form.
  • the throttle 206 is configurable between multiple positions.
  • the throttle 206 is realized as a butterfly valve that includes a throttle plate 236.
  • An adjustment mechanism such as an electric motor or throttle cable may be configured to control the throttle 206 by adjusting the position of the throttle plate 236, for example, by rotating a shaft 238 to which the throttle plate 236 is coupled about its longitudinal axis.
  • a position sensor may detect the position of the throttle plate 236 or the shaft 238 and provide feedback as to the position of the throttle plate 236 such that the position of the throttle 206 may be adjusted to achieve a desired intake fluid flow downstream of the throttle 206.
  • the turbine assembly 224 acts as a bypass around the throttle 206 when at least a portion of the inlet 220 is not obstructed by the throttle plate 236.
  • At least a portion of the input fluid flow 212 enters the volute 232 via the inlet 220, which feeds the turbine 226, and the turbine output fluid flow 214 exiting the turbine 226 passes through the turbine outlet conduit 222 and reenters the intake conduit 202 downstream of the throttle 206 via an outlet 242.
  • the outlet 242 may be defined by an opening in the sidewall of the intake conduit 202 downstream of the throttle 206. It will be appreciated that the orientation of the throttle plate 236 with respect to the input fluid flow 212 will vary during operation, which, in turn, will vary the amount of the input fluid flow 212 that is redirected or otherwise bypasses the throttle via the turbine assembly 224.
  • the vehicle system 100 includes an electronics assembly 136 that includes an electronics module 130 that is coupled between the generator 128 and the vehicle electrical system 132.
  • the electronics module 130 includes the electrical elements or components that are configured to receive the electrical energy generated by the generator 128 and provide an interface between the output of the generator 128 and the vehicle electrical system 132 for delivering the generated electrical energy to the vehicle electrical system 132.
  • the electronics module 130 may include a rectifier coupled to a voltage bus associated with the vehicle electrical system 132 to rectify the output of the generator 128 to a direct current voltage level corresponding to the voltage bus.
  • the electronics module 130 may include resistors, capacitors, inductors, diodes, transistors, and/or other electrical circuit elements configured to dissipate at least a portion of the electrical energy generated by the generator 128.
  • the electronics module 130 is capable of varying the voltage output provided to the vehicle electrical system 132 by dissipating at least a portion of the electrical energy generated by the generator 128 at the electronics module 130.
  • the electronics module 130 may include a silicon controller rectifier, switching arrangement, or other electrical component that may be operated to dissipate electrical energy at the electronics module 130 to maintain the output voltage provided to the vehicle electrical system 132 at a target voltage set point provided by the ECU 140.
  • the electronics module 130 may include a field-effect transistor (FET) configured parallel to the generator output that is pulsed, switched, or otherwise activated with a duty cycle that results in the FET dissipating a portion of the generated electrical energy that results in the voltage output by the rectifier of the electronics module 130 being substantially equal to the target voltage set point from the ECU 140.
  • FET field-effect transistor
  • the electronics module 130 also includes a control module that is configured to control operations of the turbine assembly 124, for example, by varying the amount of energy (or heat) dissipated at the electronics module 130, varying the geometry of the turbine 126 (e.g., in the case of a variable geometry turbine), varying the amount (or portion) of the generated electrical energy that is output to the vehicle electrical system 132, and the like.
  • the control module of the electronics module 130 may be coupled to the engine control unit (ECU) 140 and configured to support the thermal regulation processes described herein.
  • ECU engine control unit
  • control module of the electronics module 130 may be implemented or realized with a general purpose processor, a controller, a microprocessor, a microcontroller, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device, discrete gate or transistor logic, processing core, discrete hardware components, or any combination thereof designed to perform the functions described herein.
  • steps of a method or algorithm described in connection with the embodiments described herein may be embodied directly in hardware, in firmware, in a software module executed by the control module, or in any practical combination thereof.
  • the electronics module 130 may include a data storage element, such as a memory, one or more registers, or another suitable non-transitory short or long term computer-readable storage media, which is capable of storing computer-executable programming instructions or other data for execution that, when read and executed by the control module, cause the control module to execute and perform one or more of the processes tasks, operations, and/or functions described herein.
  • a data storage element such as a memory, one or more registers, or another suitable non-transitory short or long term computer-readable storage media, which is capable of storing computer-executable programming instructions or other data for execution that, when read and executed by the control module, cause the control module to execute and perform one or more of the processes tasks, operations, and/or functions described herein.
  • the electronics assembly 136 is in fluid communication with the turbine input fluid flow 114 within the turbine inlet conduit 120.
  • the electronics assembly 136 may include one or more heat exchange elements 150, with the turbine inlet conduit 120 including an opening or port 121 in a sidewall of the conduit 120 that is adapted to receive at least a portion of the heat exchange element 150 that protrudes through the sidewall opening 121.
  • the heat exchange element 150 is thermally coupled to the electronics module 130 and configured to transfer thermal energy from the electronics module 130 to the turbine input fluid flow 114.
  • the heat exchange element 150 may be realized as a heat sink that is directly mounted to the electronics module 130 for direct heat transfer between the electronics module 130 and the heat exchange element 150.
  • the heat exchange element 150 and the electronics module 130 are mounted to a common substrate that facilitates indirect heat transfer between the electronics module 130 and the heat exchange element 150 via the substrate.
  • the input fluid flow 112 is realized as ambient air having an ambient temperature that is typically less than the temperatures under the hood of the vehicle surrounding where the turbine assembly 124 and the electronics assembly 136 are mounted, such that the bypass portion 114 of the ambient air in fluid communication with the heat exchange element 150 dissipates heat (or thermal energy) from the electronics module 130 via thermal communication between the ambient fluid flow 114 and the electronics module 130 provided by the heat exchange element 150. While FIG.
  • the electronics assembly 136 may be integrated with the turbine assembly 124 as a unitary component or otherwise packaged together within the vehicle. Furthermore, the electronics assembly 136 and the turbine assembly 124 may be integrated with the throttle 106, the bypass conduits 120, 122 and the portion of the intake conduit 108 the throttle 106 is disposed within to provide a unitary TLR assembly 102, as depicted in FIG. 2 . In this regard, the electronics assembly 136 may physically contact (either directly or indirectly) one or more components of the TLR assembly 102.
  • dissipating electrical energy at the electronics assembly 136 may also increase the temperature of the throttle plate 206 and/or the housing of the TLR assembly 200 packaged with the electronics assembly 136 via thermal conduction, thereby reducing the likelihood of icing at the throttle 106, 206.
  • Further examples of how the electronics assembly 136 may be packaged or otherwise integrated with the housing of a TLR assembly 102, 200 are described in U.S. Patent Application Serial No. 14/638,232 .
  • the thermal communication between the electronics assembly 136 and the turbine input fluid flow 114 decreases the temperature of the electronics module 130, but the heat transfer from the electronics module 130 to the turbine input fluid flow 114 also raises the temperature of the turbine input fluid flow 114.
  • This increases the potential temperature differential across the turbine 126 (e.g., the difference between the temperature of the turbine input fluid flow 114 and the temperature of the turbine output fluid flow 116), which increases the amount of energy that may be generated by the turbine assembly 124.
  • raising the turbine input fluid flow 114 temperature also allows for the temperature of the turbine output fluid flow 116 to be raised, which, in turn, decreases the potential for icing in the intake manifold 104.
  • the vehicle system 100 further includes one or more temperature sensing elements 134 to measure, sense, or otherwise quantify the temperature of the turbine output fluid flow 116 within the turbine outlet conduit 122 that will be supplied to the intake fluid flow 118.
  • the temperature sensing element 134 may be mounted or otherwise integrated into the sidewall of the turbine outlet conduit 122, or alternatively, the turbine outlet conduit 122 may include an opening or port adapted to receive the temperature sensing element 134 in a similar manner as described above with respect to the opening 121 in the turbine inlet conduit 120. It should be noted that while FIG.
  • the temperature sensing element 134 may be relocated and configured to measure the temperature of the input fluid flow 112, the intake fluid flow 118, or the turbine input fluid flow 114, and the subject matter described herein is not limited to any particular location or arrangement of the temperature sensing element 134.
  • the temperature sensing element 134 may be integrated with the electronics assembly 136, as described in greater detail below in the context of FIG. 7 .
  • the output of the temperature sensing element 134 may be coupled to the ECU 140 to provide a measured temperature of the turbine output fluid flow 116 to the ECU 140.
  • the ECU 140 may continually monitor the measured temperature of the turbine output fluid flow 116 and identify or otherwise detect when the measured temperature of the turbine output fluid flow 116 falls below a threshold temperature, such as an icing threshold.
  • a threshold temperature such as an icing threshold.
  • the ECU 140 may signal, command, or otherwise instruct the electronics module 130 to dissipate energy and increase the temperature of the turbine input fluid flow 114.
  • the ECU 140 may signal the control module of the electronics module 130 to operate the electronics module 130 to dissipate more electrical energy generated by the generator 128, and thereby increase the temperature of the turbine input fluid flow 114 via the heat exchange element 150 in lieu of providing the generated electrical energy to the vehicle electrical system 132.
  • the electronics module 130 may include one or more switched resistors, which may be operated by the control module of the electronics module 130 to increase the heat dissipation at the electronics module 130, which, in turn, is transferred to the turbine input fluid flow 114 via the heat exchange element 150.
  • the likelihood of icing within TLR assembly 102 and/or the intake fluid flow 118 may be reduced (if not eliminated) by monitoring the temperature of the turbine output fluid flow 116 and dynamically adjusting the temperature of the turbine input fluid flow 114 as needed to maintain the temperature of the turbine output fluid flow 116 above an icing threshold. Thereafter, once the measured temperature of the turbine output fluid flow 116 is great enough, the ECU 140 may signal, command, or otherwise instruct the control module of the electronics module 130 to resume normal operation and cease operating the electronics module 130 to dissipate electrical energy solely for the purpose of increasing the temperature of the turbine input fluid flow 114.
  • control module of the electronics module 130 may be configured to increase the heat dissipated at the TLR assembly 102 by varying the loading on the generator 128, varying the power provided by the turbine assembly 104 (e.g., by varying the turbine geometry in the case of a variable geometry turbine 126) or the like.
  • the turbine 126 has a fixed geometry and the generator 128 is matched with the turbine 126 to produce a desired power and/or voltage output over an efficient range of speeds for the turbine 126.
  • the generator 128 may be designed to produce an output voltage in the range of about 12 Volts to about 15 Volts when loaded by the vehicle electrical system and operating at the range of rotational speeds that the turbine 126 is likely to exhibit during vehicle operating conditions (e.g., when the throttle 106 is mostly closed or only partially open) where the turbine assembly 124 can be utilized to recharge the vehicle battery or operate other components of the vehicle electrical system.
  • the ECU 140 may command, signal, or otherwise instruct the control module of the electronics module 130 to operate the turbine 126 (e.g., by varying the geometry) to decrease the temperature differential across the turbine 126, and thereby raise the temperature of the turbine output fluid flow 116 in conjunction with the heat dissipation by the heat exchange element 150.
  • FIG. 1 depicts the output of the temperature sensing element 134 being coupled to the ECU 140
  • the temperature sensing element 134 may be coupled to the electronics module 130 to provide the measured temperature of the turbine output fluid flow 116 to the control module of the electronics module 130, which, in turn, determines how to regulate the temperature of the turbine input fluid flow 114 independent of the ECU 140.
  • the temperature sensing element 134 may be configured to obtain the measured temperature for the intake fluid flow 118 in lieu of (or in addition to) the temperature of the turbine output fluid flow 116, with the ECU 140 and/or the electronics module 130 increasing the heat dissipation at the electronics module 130 to raise the temperature of the turbine input fluid flow 114 in a manner that is influenced by the measured temperature of the intake fluid flow 118 going to the intake manifold 104.
  • the electronics assembly 136 may be in fluid communication with the input fluid flow 112 upstream of the turbine inlet conduit 120 and the throttle 106 at other locations within the TLR assembly 102, for example, by providing an opening for the heat exchange elements 150 in the intake conduit 108 upstream of both the turbine inlet conduit 120 and the throttle 106 in lieu of the opening 121 in the turbine inlet conduit 120.
  • FIG. 3 depicts another embodiment of a vehicle system 300 that includes a TLR assembly 302 configured to modulate the flow of fluid to an intake manifold 104 of an engine.
  • the TLR assembly 302 is configured so that the electronics assembly 136 is in fluid communication with the turbine output fluid flow 116 within the turbine outlet conduit 322.
  • the turbine outlet conduit 322 includes an opening or port 321 adapted to receive at least a portion of the heat exchange element 150 that is in thermal communication with the electronics module 130 and protrudes through the opening 321 to transfer thermal energy from/to the electronics module 130 to/from the turbine output fluid flow 116.
  • the temperature of the turbine output fluid flow 116 is less than the temperature of the turbine input fluid flow 114 within the turbine inlet conduit 320, and therefore, the electronics module 130 may be more effectively cooled by the TLR assembly 302 of FIG. 3 .
  • the heat transfer from the electronics module 130 to the turbine output fluid flow 116 also increases the temperature of the turbine output fluid flow 116 and decreases the potential for icing in the intake manifold 104.
  • the vehicle system 300 may include one or more temperature sensing elements to measure the temperature of the turbine output fluid flow 116 within the turbine outlet conduit 322, and the electronics module 130 and/or the ECU 140 may be configured to dynamically adjust the heat dissipated by the electronics module 130 at the electronics assembly 136 to regulate the temperature of the turbine output fluid flow 116, and thereby the intake fluid flow 118, as described in greater detail below in the context of FIG. 4 .
  • the electronics assembly 136 may be in fluid communication with the intake fluid flow 118 downstream of the turbine outlet conduit 322 and upstream of the intake manifold 104 at other locations within the TLR assembly 302, for example, by providing an opening for the heat exchange elements 150 in the intake conduit 108 downstream of both the turbine outlet conduit 322 and the throttle 106 but upstream of the intake manifold 104 in lieu of the opening 321 in the turbine outlet conduit 322.
  • one or more temperature sensing elements may measure the temperature of the intake fluid flow 118, and the electronics module 130 and/or the ECU 140 may dynamically adjust the heat dissipated by the electronics module 130 at the electronics assembly 136 to directly regulate the temperature of the intake fluid flow 118.
  • FIG. 4 depicts an exemplary embodiment of a temperature regulation process 400 suitable for implementation in a vehicle system to regulate the temperature of a TLR assembly or the intake fluid flow downstream of a TLR system.
  • the various tasks performed in connection with the illustrated process 400 may be implemented using hardware, firmware, software executed by processing circuitry, or any combination thereof.
  • the following description may refer to elements mentioned above in connection with FIGS. 1-3 .
  • portions of the temperature regulation process 400 may be performed by different elements of a vehicle system 100, 300, such as, the ECU 140, the electronics module 130, the temperature sensing element 134, the turbine 126, the generator 128, and/or the vehicle electrical system 132.
  • temperature regulation process 400 may include any number of additional or alternative tasks, the tasks need not be performed in the illustrated order and/or the tasks may be performed concurrently, and/or the temperature regulation process 400 may be incorporated into a more comprehensive procedure or process having additional functionality not described in detail herein. Moreover, one or more of the tasks shown and described in the context of FIG. 4 could be omitted from a practical embodiment of the temperature regulation process 400 as long as the intended overall functionality remains intact.
  • the illustrated temperature regulation process 400 initializes or otherwise begins by receiving or otherwise obtaining a measured temperature associated with a TLR assembly (task 402).
  • the measured temperature associated with the TLR assembly 102, 200, 302 is a measured fluid flow, which depending on the embodiment, may be the measured temperature of the input fluid flow 112, the measured temperature of the intake fluid flow 118, or the measured temperature of the turbine output fluid flow 116.
  • the ECU 140 may receive or otherwise obtain a measured temperature for the ambient air surrounding the vehicle which primarily makes up the input fluid flow 112.
  • the measured temperature is obtained downstream of turbine assembly 124, 224, 324 and downstream of the electronics assembly 136 that is in fluid communication with the fluid flow to or from the turbine 126, 226, 326.
  • the measured temperature is obtained from a temperature sensing element 134 integrated with the turbine outlet conduit 122, 322 of the TLR assembly 102, 302 and corresponds to the temperature of the turbine output fluid flow 116, which, in turn influences the temperature of the intake fluid flow 118 downstream of the turbine outlet conduit 122, 322.
  • the measured temperature is directly obtained for the intake fluid flow 118 using a temperature sensing element integrated with the intake conduit 108 downstream of the turbine outlet conduit 122, 322, or alternatively, the measured temperature is directly obtained for the input fluid flow 112 using a temperature sensing element integrated with the intake conduit 108 upstream of the throttle 106, 206.
  • the measured temperature associated with the TLR assembly 102, 200, 302 is realized as a measured temperature obtained from a temperature sensing arrangement 706 integrated with the electronics module 130 and/or the electronics assembly 136.
  • the temperature regulation process 400 continues by identifying or otherwise detecting a low temperature condition based on the measured temperature, and in response, automatically adjusting operations of the turbine assembly to increase the temperature (tasks 404, 406).
  • the temperature regulation process 400 determines whether the measured temperature is less than an icing protection threshold, and in response to detecting the measured temperature is less than an icing protection threshold, automatically adjusting operations of the turbine assembly to increase the temperature.
  • the electronics module 130 may adjust the distribution of the energy generated by the generator 128 or otherwise alter operation of the turbine 126 and/or the generator 128 in a manner that is likely to increase the temperature of the TLR assembly 102, 200, 302 and/or the intake fluid flow 118.
  • the ECU 140 may automatically command, signal, or otherwise instruct the electronics module 130 to increase the temperature of the turbine output fluid flow 116.
  • the electronics module 130 may automatically reduce the amount of electrical energy generated by the generator 128 that is provided to the vehicle electrical system 132 by increasing the amount of the generated electrical energy that is dissipated as heat at the electronics module 130, which, in turn, increases the turbine output fluid flow 116 (either directly in TLR assembly 302 or indirectly in TLR assembly 102) via the heat exchange element 150.
  • the heat dissipation increases the temperature of the TLR assembly 102, 200, 302, and thereby the throttle 106, 206, 306, either directly via conduction (e.g., based on the packaging of the electronics assembly 136) or indirectly via convection by heating the fluid flow through at least a portion of the TLR assembly 102, 200, 302.
  • the ECU 140 may automatically command, signal, or otherwise instruct the electronics module 130 to provide an output voltage that is less than the current voltage of the vehicle battery (or alternatively, the current DC bus voltage for the vehicle electrical system).
  • the electronics module 130 operates a switching (or switchable) arrangement (e.g., a FET, a silicon-controlled rectifier, or the like) that is parallel to the generator output to conduct or otherwise dissipate at least a portion of the generator output current, thereby diverting that portion of the generator output power away from the vehicle electrical system. Dissipating an increased portion of the generated power at the turbine assembly 124 increases the temperature associated with the turbine assembly 124 and reduces the portion (or percentage) of the power generated by the generator 128 that is provided to the vehicle electrical system.
  • a switching (or switchable) arrangement e.g., a FET, a silicon-controlled rectifier, or the like
  • the electronics module 130 may command, signal, or otherwise operate the generator 128 to increase the amount of electrical energy generated by the generator 128, which, in turn, is then dissipated at the electronics module 130.
  • the electronics module 130 may command, signal, or otherwise operate the turbine 126 to vary the geometry and decrease the temperature drop across the turbine 126, thereby raising the temperature of the turbine output fluid flow 116 relative to the turbine input fluid flow 114.
  • the efficiency of the turbine assembly 124 may be temporarily reduced in a manner that is likely to increase the temperature of the intake fluid flow 118, and thereby, reduce the likelihood of icing at the intake manifold 104 or within the TLR assembly 102, 200, 302.
  • the illustrated temperature regulation process 400 continues by receiving or otherwise obtaining an updated measured fluid temperature and identifying or otherwise determining whether the measured temperature is greater than or equal to a normal operation threshold or safe operation threshold (task 408, 410).
  • the normal operation threshold represents a temperature that is great enough so that the electronics module 130 can resume normal operations of the turbine assembly 124 with a sufficiently low likelihood of the intake temperature falling below the protection threshold within a particular duration of time after resuming normal operations.
  • the normal operation threshold may be chosen to be equal to the protection threshold, however, in other embodiments, the normal operation threshold may be equal to the protection threshold plus an offset that provides a buffer configured to reduce the likelihood of the protection threshold being reached within at least a desired amount of time.
  • the temperature regulation process 400 repeats the steps of operating the turbine assembly to increase heat dissipation and continually monitoring the measured temperature until the measured temperature is greater than or equal to the safe operation threshold.
  • the electronics module 130 may incrementally increase the heat dissipated at the electronics assembly 136 and/or incrementally adjust operations of the turbine 126 and/or the generator 128 to incrementally increase the temperature of the turbine output fluid flow 116. For example, rather than dissipating all of the electrical energy generated by the generator 128 initially, the electronics module 130 may progressively increase the electrical energy dissipated at the electronics assembly 136 as needed while allowing any remaining available electrical energy to be provided to the vehicle electrical system 132.
  • the temperature regulation process 400 automatically resumes normal operations of the turbine assembly (task 412).
  • the ECU 140 may command, signal, or otherwise instruct the electronics module 130 to cease dissipation of the generated electrical energy at the electronics assembly 136 or otherwise resume operating the turbine assembly 124 in a more efficient manner to generate electrical energy for distribution to the vehicle electrical system 132.
  • the loop defined by tasks 402, 404, 406, 408, 410 and 412 may repeat continually throughout operation of a vehicle system 100, 300 to regulate the temperature of the intake fluid flow 118 to reduce the likelihood of icing at the intake manifold 104, at the TLR assembly 102, 200, 302, or otherwise achieve a desired intake temperature for the intake manifold 104.
  • the efficiency of the TLR assembly 102, 200, 302 may temporarily be reduced (e.g., by dissipating a greater percentage of the generated energy as heat at the electronics assembly 136) to prevent icing at or near the throttle 106, 206, 306, protect the engine, or otherwise achieve a desired engine performance before reverting to more efficient operations once a desired intake temperature is restored.
  • the temperature regulation process 400 may also utilize one or more emissions control criteria to identify or otherwise detect a low temperature condition and determine when to adjust operations of the turbine assembly to increase the temperature. For example, in response to detecting a cold start condition, the ECU 140 may automatically signal the electronics module 130 to dissipate at least a portion of the generated electrical energy to increase the temperature of the intake fluid flow 118, which, in turn, facilitates increasing the temperature of the catalyst of a catalytic converter, thereby increasing conversion efficiency.
  • the ECU 140 may detect the cold start condition based on a measured temperature of an exhaust fluid flow downstream of the engine being less than a cold start exhaust threshold temperature value, a measured temperature of the intake fluid flow upon startup being less than a cold start intake threshold temperature value, or a measured emissions output from an emissions sensor downstream of the engine being greater than a cold start emissions threshold value.
  • the ECU 140 may maintain the heat dissipation at the electronics assembly 136 for a fixed duration of time after detecting the cold start condition (e.g., 20 seconds or an applicable emissions monitoring window) or until a measured temperature of the intake fluid flow 118 (or alternatively, a measured temperature of the exhaust fluid flow) is greater than an emissions threshold temperature.
  • the ECU 140 is coupled to one or more emissions sensors within the vehicle exhaust system or otherwise downstream of the engine, the ECU 140 maintain the heat dissipation at the electronics assembly 136 until the value(s) of one or more emissions measurements are less than a corresponding threshold value(s).
  • the TLR assembly 102, 200, 302 may be utilized to heat the engine intake fluid flow 118 and reduce vehicle emissions at startup when the throttle 106, 206, 306 is typically closed.
  • the electronics assembly 136 may be placed in fluid communication with the intake fluid flow 118 downstream of the turbine outlet conduit 122, 322 to facilitate heating all of the intake fluid flow 118, rather than just the bypass fluid flow 114.
  • the subject matter described above allows for the heat generated by the electronics associated with a TLR assembly to be effectively dissipated using either the ambient input air or the colder air downstream of the turbine in the TLR assembly. Additionally, transferring heat from the electronics into the fluid path for the turbine reduces the likelihood of icing at the TLR assembly or downstream of the turbine at cooler ambient air temperatures. In embodiments where heat is transferred from the electronics upstream of the turbine, the efficiency of the turbine may be improved (e.g., by increasing the temperature of the air at the turbine inlet relative to the temperature of the air at the turbine outlet). In other embodiments where overheating of the electronics is a concern, the heat may be transferred from the electronics more efficiently using colder air downstream of the turbine. Furthermore, the heat generated by the electronics may be dynamically adjusted to achieve a desired intake temperature.
  • the temperature regulation process 400 may be implemented in an equivalent manner for a high temperature condition.
  • the electronics module 130 may automatically adjust operations to minimize heat generation at the turbine assembly 124 and provide a greater percentage of the generator output power to the vehicle electrical system.
  • a potential overheating condition e.g., a measured temperature that exceeds an upper threshold temperature value
  • the ECU 140 may automatically determine how to operate the vehicle electrical system to utilize or otherwise dissipate any excess energy that is output by the turbine assembly 124 in a manner that prevents overcharging or other potential adverse effects.
  • the turbine 126 and the generator 128 may be designed to provide a particular power output, with the electronics module 130 and the ECU 140 cooperating to efficiently distribute the generated power without damaging vehicle electrical components while also managing temperatures associated with the turbine assembly 124.
  • the electrical energy generated by the turbine assembly upstream of the throttle is delivered or otherwise provided to the vehicle electrical system for charging one or more energy storage elements onboard the vehicle, such as the vehicle battery.
  • a control module onboard the vehicle e.g., an engine control unit (ECU) or the like
  • ECU engine control unit
  • the control module In response to the excess energy condition, the control module automatically operates the vehicle electrical system in a manner that activates or otherwise enables one or more electrical components onboard the vehicle to receive at least a portion of the excess electrical energy generated by the turbine assembly, and thereby dissipate a corresponding amount of the excess power generated by the turbine assembly.
  • the vehicle electrical components utilized to dissipate the excess electrical energy may be determined or otherwise identified by the control module from among all of the possible vehicle electrical components based on one or more selection criteria, such as, for example, the amount of excess energy (or power) to be dissipated, the power handling capabilities of the respective electrical component, the health or operational status of the respective electrical component, one or more measurements indicative of the current operating environment, and the like.
  • control module may also automatically operate the vehicle electrical system to prevent delivery of the electrical energy generated by the turbine assembly to the energy storage element(s), thereby protecting the energy storage element(s) from exposure to the excess power generated by the turbine assembly.
  • excess power generated by the turbine assembly may be temporarily diverted away from the energy storage element(s) as needed to prevent overcharging or damaging the energy storage element(s).
  • the electronics of the turbine assembly do not need to be designed to handle dissipating the excess electrical energy (both electrically and thermally), and moreover, reduces the need for sophisticated or complex regulation of the generator output power.
  • FIG. 5 depicts an exemplary embodiment of a vehicle system 500 that includes a throttle loss recovery (TLR) assembly 502 configured to modulate the flow of fluid to an intake manifold 504 of an engine.
  • the TLR assembly 502 includes a throttle 506 disposed within a conduit 508 for fluid 512 to be supplied to the engine intake.
  • the fluid 512 is realized as ambient air received via a port or inlet upstream of the TLR assembly 502.
  • the TLR assembly 502 includes a conduit 520 upstream of the throttle 506 that adjoins the engine intake conduit 508 and has an inlet configured to selectively receive at least a portion 514 of the input fluid flow 512 in a manner that is influenced by the orientation (or angle) of the throttle 506 with respect to the input fluid flow 512.
  • the angle of the throttle 506 with respect to the input fluid flow 512 increases to restrict the amount of the input fluid flow 512 that passes the throttle 506 to the intake manifold 504
  • the amount of fluid flow 514 bypassing the throttle 506 through the conduit 520 increases, which, in turn, increases the potential electrical energy that may be generated by the turbine assembly 524.
  • the angle of the throttle 506 with respect to the input fluid flow 512 decreases to allow more of the input fluid flow 512 to pass the throttle 506 to the intake manifold 504, the amount of bypass fluid flow 514 entering the conduit 520 decreases.
  • the outlet of the conduit 520 is coupled to the inlet (or input) of a turbine assembly 524 to establish fluid communication between the intake conduit 508 upstream of the throttle 506 and the inlet of a turbine 526 of the turbine assembly 524.
  • the bypass fluid flow 514 functions as the turbine input fluid flow that passes through the volute, nozzle, or and/or vanes of the turbine 526 and impacts the blades of the turbine 526 to rotate the shaft of the turbine 526.
  • the turbine assembly 524 includes an electrical generator 528 coupled to the shaft of the turbine 526 to generate electrical energy in response to rotation of the shaft caused by the turbine input fluid flow 514.
  • the TLR assembly 502 includes another conduit 522 having an inlet coupled to the outlet of the turbine 526 and an outlet coupled to the intake conduit 508 downstream of the throttle 506 to establish fluid communication between the turbine 526 and the intake conduit 508 for the turbine output fluid flow 516.
  • the turbine output fluid flow 516 combines with whatever portion of the input fluid flow 512 passes the throttle 506 to provide the intake fluid flow 518 supplied to the intake manifold 504.
  • the turbine assembly 524 also includes an electronics module 530 that is coupled between the generator 528 and the vehicle electrical system 532.
  • the electronics module 530 includes the electrical elements or components that are configured to receive the electrical energy generated by the generator 528 and provide an interface between the output of the generator 528 and the vehicle electrical system 532 for delivering the generated electrical energy to the vehicle electrical system 532.
  • the electronics module 530 may include a rectifier coupled to a voltage bus associated with the vehicle electrical system 532 to rectify the output of the generator 528 to a direct current voltage level corresponding to the voltage bus.
  • the electronics module 530 may include resistors, capacitors, inductors, diodes, transistors, and/or other electrical circuit elements configured to dissipate at least a portion of the electrical energy generated by the generator 528.
  • the electronics module 530 also includes a control module that is configured to control operations of the turbine assembly 524, for example, by varying the loading of the generator 528, varying the geometry of the turbine 526 (e.g., in the case of a variable geometry turbine), varying the amount of generated electrical energy that is dissipated at or by the electronics module 530, varying the amount of generated electrical energy that is output to the vehicle electrical system 532, and the like.
  • the control module of the electronics module 530 may be coupled to the engine control unit (ECU) 540 and configured to support the various power regulation processes described herein.
  • ECU engine control unit
  • the vehicle electrical system 532 includes at least one energy storage element 550 coupled to the turbine assembly 524 via the electronics module 530.
  • the energy storage element 550 may be realized as a battery (or battery pack) that functions as an electrical energy source for the vehicle, however, in alternative embodiments, the energy storage element 550 may be realized as an ultracapacitor or another suitable energy storage device. That said, for purposes of explanation, and without limitation, the energy storage element 550 may alternatively be referred to herein as a battery.
  • the battery 550 may be coupled a voltage bus for distributing electrical energy throughout the vehicle electrical system 532 to one or more vehicle electrical components 552, such as, for example, the vehicle heating ventilation and air conditioning (HVAC) system, the vehicle lighting system (e.g., headlights, tail lights, and the like), the vehicle electric window defroster(s) (or defoggers), the vehicle head unit, radio(s), entertainment system, navigation system, or the like.
  • the voltage bus may provide the voltage of the battery 550 as a supply voltage to the one or more vehicle electrical components 552, which, when activated or are otherwise in operation, function as electrical loads on the voltage bus.
  • the vehicle electrical components 552 may be selectively coupled to the voltage bus via one or more switching arrangements that are operable by the ECU 540 to control activation or operation of the respective electrical components 552.
  • the battery 550 may be selectively coupled to the voltage bus and/or the electronics module 530 via one or more switching arrangements to support electrically decoupling or electrically disconnecting the battery 550 from the electrical energy output by the generator 528, as described in greater detail below in the context of FIGS. 8-9 .
  • the ECU 540 generally represents the component of the vehicle system 500 that is coupled to the battery 550, the vehicle electrical components 552, the turbine assembly 524, and/or other vehicle components (e.g., the various knobs, buttons, switches, and other human-machine interface elements within the vehicle) to support operations of the vehicle system 500.
  • the ECU 540 includes one or more control modules (e.g., a processor, a controller, a microprocessor, a microcontroller, an application specific integrated circuit, or the like) configured to support operations of the vehicle system 500.
  • the ECU 540 may also include a data storage element, such as a memory, one or more registers, or another suitable non-transitory short or long term computer-readable storage media, which is capable of storing computer-executable programming instructions or other data for execution that, when read and executed by a control module of the ECU 540, cause the ECU 540 to execute and perform one or more of the processes tasks, operations, and/or functions described herein.
  • a data storage element such as a memory, one or more registers, or another suitable non-transitory short or long term computer-readable storage media, which is capable of storing computer-executable programming instructions or other data for execution that, when read and executed by a control module of the ECU 540, cause the ECU 540 to execute and perform one or more of the processes tasks, operations, and/or functions described herein.
  • the ECU 540 is configured to receive or otherwise obtain, from the battery 550, data or information indicative of one or more performance characteristics of the battery 550, such as, for example, the current state of charge of the battery, the current battery voltage, the current charging current flowing to the battery, and the like. As described in greater detail below, based on the value of a current performance characteristic of the battery 550, the ECU 540 may detect or otherwise identify an excess energy condition where any electrical power output by the turbine assembly 524 may potentially exceed the charging capabilities of the battery 550.
  • the ECU 540 effectively electrically decouples or electrically disconnects the energy storage element 550 from the turbine assembly 524, at least partially, so that at least a portion of the electrical energy generated by the turbine assembly 524 is diverted away from the battery 550 and delivered or otherwise dissipated elsewhere within the vehicle system 500.
  • the ECU 540 in response to the excess energy condition, automatically activates or otherwise operates one or more of the vehicle electrical components 552 to increase its loading on the voltage bus, and thereby dissipate at least a portion of the excess electrical energy generated by the turbine assembly 524.
  • the battery 550 is effectively electrically decoupled from the output of the turbine assembly 524, at least partially, by virtue of the electrical energy generated by the turbine assembly 524 being diverted away from the battery 550 and dissipated by another vehicle electrical component 552 within the vehicle electrical system 532.
  • the ECU 540 may identify or otherwise determine which vehicle electrical component(s) 552 to use to dissipate the excess electrical energy based on current user configurable settings within the vehicle (e.g., whether or not the HVAC system is being utilized, whether or not the headlights are on, or the like).
  • the ECU 540 may automatically divert or otherwise redirect the excess electrical energy generated by the turbine assembly 524 to that particular vehicle electrical component (e.g., by activating, closing or otherwise turning on a switching arrangement configured between the output of the turbine assembly 524 and that vehicle component 552).
  • the ECU 540 may automatically identify or otherwise determine which vehicle electrical component 552 or combination of vehicle electrical components 552 should be activated based on one or more selection criteria to dissipate the excess electrical energy in a manner that has the lowest negative cumulative impact on the vehicle performance and/or the passenger experience. In this regard, the ECU 540 may temporarily turn on one or more vehicle electrical components 552 which are otherwise turned off solely for purposes of dissipating the excess power generated by the turbine assembly 524, and then turn off those components 552 when the excess power dissipation is no longer desirable.
  • the ECU 540 may automatically activate or otherwise turn on an electric rear window defroster 552 of the vehicle (e.g., by activating, closing or otherwise turning on a switching arrangement configured between the output of the turbine assembly 524 and the rear window defroster 552), which, in turn, dissipates at least a portion of the electrical energy output by the turbine assembly 524.
  • the rear window defroster 552 is continually cooled by the ambient airflow over the rear window of the vehicle, and as such, any heat generated by the rear window defroster 552 is effectively imperceptible to vehicle occupants.
  • the ECU 540 may automatically activate or otherwise turn on a component of the vehicle lighting system 552 (e.g., by activating, closing or otherwise turning on the daytime running lights, the parking lights, the headlights, or the like), which, in turn, dissipates at least a portion of the electrical energy output by the turbine assembly 524 in a manner that does not adversely impact the performance of the vehicle or the user experience for the vehicle occupants.
  • a component of the vehicle lighting system 552 e.g., by activating, closing or otherwise turning on the daytime running lights, the parking lights, the headlights, or the like
  • the ECU 540 operates a switching arrangement configured between the electronics module 530 and the battery 550 to electrically decouple, disconnect, or otherwise isolate the battery 550 from the output of the turbine assembly 524.
  • the switching arrangement configured between the electronics module 530 and the battery 550 may be closed, turned on, or otherwise activated to electrically connect the battery 550 to the output of the turbine assembly 524 to provide a path for current that supports recharging the battery 550 with electrical energy generated by the turbine assembly 524.
  • the ECU 540 may open, turn off, or otherwise deactivate the switching arrangement configured between the electronics module 530 and the battery 550 to electrically disconnect the battery 550 from the output of the turbine assembly 524 to prevent potential overcharging or other adverse effects on the battery 550 that could result from excess power delivery.
  • the ECU 540 may also command, signal, or otherwise instruct the electronics module 530 to dissipate at least a portion of the generated electrical energy at the electronics module 530 in lieu of delivering that portion of the generated electrical energy to the vehicle electrical system 532.
  • the ECU 540 may provide a signal or command to the electronics module 530 to dissipate the excess energy at the turbine assembly 524.
  • the ECU 540 may dynamically determine an optimized distribution of the excess energy among the vehicle electrical components 552 and the electronics module 530, for example, to ensure that power from the alternator charging the battery 550 is not dissipated by the vehicle electrical components 552 and/or to ensure that the battery 550 is not overcharged (e.g., by maintaining the state of charge below an upper threshold value or within a range of values, by maintaining the battery charging current below a charging current limit, or the like).
  • the ECU 540 may automatically identify and enable one or more vehicle electrical components 552 that have a total power consumption that is less than or equal to the amount of excess power to be dissipated, thereby ensuring that alternator power is not dissipated by the enabled vehicle electrical component(s) 552.
  • the ECU 540 may signal, command, or otherwise instruct the electronics module 530 to dissipate the remaining portion of the generated power as heat at the electronics assembly, thereby ensuring that the battery 550 is not further charged while also ensuring that alternator power is not consumed by the enabled vehicle electrical component(s) 552.
  • FIG. 6 depicts an exemplary embodiment of a power regulation process 600 suitable for implementation in a vehicle system to regulate the dissipation of electrical energy generated by a TLR system.
  • the various tasks performed in connection with the illustrated process 600 may be implemented using hardware, firmware, software executed by processing circuitry, or any combination thereof.
  • the following description may refer to elements mentioned above in connection with FIGS. 2 and 5 .
  • portions of the power regulation process 600 may be performed by different elements of the vehicle system 500, such as, the ECU 540, the electronics module 530, the turbine 526, the generator 528, the battery150, and/or the vehicle electrical component(s) 552.
  • practical embodiments of the power regulation process 600 may include any number of additional or alternative tasks, the tasks need not be performed in the illustrated order and/or the tasks may be performed concurrently, and/or the power regulation process 600 may be incorporated into a more comprehensive procedure or process having additional functionality not described in detail herein. Moreover, one or more of the tasks shown and described in the context of FIG. 6 could be omitted from a practical embodiment of the power regulation process 600 as long as the intended overall functionality remains intact.
  • the power regulation process 600 identifies or otherwise determines whether excess electrical energy is being generated by the TLR assembly, and operating the TLR assembly to deliver the generated electrical energy to the vehicle electrical system when the TLR assembly is not generating excess energy (tasks 602, 604).
  • the ECU 540 identifies an excess energy condition by monitoring a performance characteristic of the battery 550, such as, for example, a current state of charge of the battery 550, a current output voltage of the battery 550, a current electrical current flowing to/from the battery 550, or the like.
  • the ECU 540 may identify the absence of an excess energy condition when the performance characteristic of the battery 550 is less than a threshold value that indicates that the battery 550 is fully charged (e.g., when current state of charge of the battery 550 or the voltage across terminals of the battery 550 is less than an upper threshold) or that the battery 550 is being charged at an acceptable rate (e.g., when a charging current flowing to the battery 550 is less than a maximum charging current threshold).
  • a threshold value that indicates that the battery 550 is fully charged (e.g., when current state of charge of the battery 550 or the voltage across terminals of the battery 550 is less than an upper threshold) or that the battery 550 is being charged at an acceptable rate (e.g., when a charging current flowing to the battery 550 is less than a maximum charging current threshold).
  • the ECU 540 may identify the absence of an excess energy condition based on one or more of the orientation (or position) of the throttle 506 and the speed of the vehicle. For example, if the vehicle is traveling at relatively low speeds and/or the throttle 506 is orientated so that the mass flow rate of the bypassing fluid flow 514 is likely to be less than a threshold amount, the ECU 540 may determine that the turbine assembly 524 is unlikely to generate excess electrical power.
  • the ECU 540 may calculate or otherwise determine an estimated electrical power likely to be generated by the turbine assembly 524 and output to the vehicle electrical system 532. Additionally, the ECU 540 may calculate or otherwise determine an estimated power handling capability of the battery 550 based on the difference between the current value of a performance characteristic of the battery 550 and its corresponding charging threshold value (e.g., the difference between the current state of charge of the battery 550 and the upper state of charge threshold), and identify an excess energy condition when the estimated generated electrical power is greater than the estimated power handling capability of the battery 550.
  • a performance characteristic of the battery 550 e.g., the difference between the current state of charge of the battery 550 and the upper state of charge threshold
  • the ECU 540 may calculate or otherwise determine an estimated power handling capability of the vehicle electrical system 532 based on the current power handling capability of the battery 550 and the current power handling capability of the currently enabled (or activated) vehicle electrical components 552, and identify an excess energy condition when the estimated generated electrical power is greater than the estimated power handling capability of the vehicle electrical system 532.
  • the power regulation process 600 continues by identifying or otherwise determining whether there are any available vehicle electrical components that have been selected or enabled by a user that are available for dissipating the excess electrical energy from the TLR assembly, and if so, automatically operating the identified vehicle electrical component(s) to dissipate the excess electrical energy generated by the TLR assembly (task 606, 608).
  • the ECU 540 automatically operates the vehicle electrical system 532 to redistribute the electrical energy generated by the turbine assembly 524 so that the excess electrical energy is dissipated or otherwise absorbed by the vehicle component(s) 552 that a vehicle occupant has enabled rather than the battery 550. For example, as described in greater detail below in the context of FIGS.
  • the ECU 540 may operate one or more switching arrangements within the vehicle electrical system 532 to electrically disconnect the battery 550 from the output of the turbine assembly 524 and electrically connect the vehicle electrical component(s) 552 that have been enabled by a user. In this manner, current generated by the turbine assembly 524 may be dissipated by the vehicle electrical component(s) 552 and prevented from flowing to the battery 550. Based on the current speed of the vehicle, the current state of charge and/or output voltage of the battery 550 (or alternatively, the output voltage from the TLR assembly 502), the ECU 540 may calculate, estimate, or otherwise determine the total power output (or output current) currently being produced by the TLR assembly 502. Thereafter, the ECU 540 may determine the amount of excess power to be dissipated based on the difference between the total generated power output and the current power handling (or charging) capability of the battery 550.
  • the power regulation process 600 may identify or otherwise determine whether the excess energy can be dissipated by the TLR assembly, and if so, operate the TLR assembly to dissipate the excess electrical energy in lieu of delivering the excess energy to the vehicle electrical system (tasks 610, 612).
  • the electronics module 530 may be configured to selectively dissipate at least a portion of the electrical energy generated by the generator 528 rather than delivering that portion of electrical energy to the vehicle electrical system 532.
  • the ECU 540 When the ECU 540 identifies that the electronics module 530 is capable of dissipating the excess electrical energy, the ECU 540 commands, signals, or otherwise instructs the electronics module 530 to operate in a power dissipation mode where electrical energy generated by the generator 528 is dissipated rather than being delivered to the vehicle electrical system 532. In one embodiment, the ECU 540 determines whether the electronics module 530 is capable of dissipating the excess electrical energy based on a measured temperature associated with the electronics module 530.
  • the ECU 540 may determine that the excess electrical energy can be dissipated by the electronics module 530 and initiate operation of the electronics module 530 in a power dissipation mode.
  • the illustrated power regulation process 600 operates the TLR assembly to deliver the generated energy to the vehicle electrical system, automatically identifies or otherwise determines one or more vehicle electrical components for dissipating the generated energy, and operates the identified vehicle electrical component(s) to dissipate the excess power generated by the TLR assembly (tasks 614, 616, 618).
  • the ECU 540 automatically selects or otherwise identifies a particular vehicle electrical component 552 or a combination thereof that is best suited to dissipate the electrical energy based on one or more selection criteria.
  • the ECU 540 automatically operates the identified vehicle components 552 and/or the corresponding switching arrangements of the vehicle electrical system 532 to deliver the electrical energy output from the turbine assembly 524 to the identified vehicle components 552 in a manner that mitigates or otherwise prevents the electrical energy output by the turbine assembly 524 from being delivered to the battery 550.
  • the ECU 540 may utilize a hierarchical list to identify or select which vehicle electrical component 552 should be utilized. In this regard, when a preferred vehicle electrical component 552 is unavailable (e.g., due to malfunction or some other adverse situation or the like) or its power consumption exceeds the current amount of excess power (e.g., to avoid drawing alternator power), the ECU 540 may select the next most preferred vehicle electrical component 552 from the list, and so on.
  • the ECU 540 may select the next most preferred vehicle electrical component 552 from the list for use in combination with the more preferred vehicle electrical component 552, and so on, until a combination of vehicle electrical components 552 capable of dissipating the entirety of the excess generated electrical energy has been identified.
  • the ECU 540 automatically operates the identified vehicle components 552 and/or the switching arrangements of the vehicle electrical system 532 to deliver the electrical energy output by the turbine assembly 524 to the identified vehicle components 552 in a manner that mitigates or otherwise prevents the electrical energy output by the turbine assembly 524 from being delivered to the battery 550.
  • the ECU 540 may determine which vehicle electrical component(s) 552 should be utilized to dissipate the excess energy based on current environmental conditions and/or the current operating status of the vehicle.
  • the ECU 540 may be communicatively coupled to various sensor systems in the vehicle to receive or otherwise obtain measurements of the environmental conditions associated with the vehicle (e.g., the ambient temperature outside of the vehicle, the ambient lighting outside of the vehicle, the temperature in the passenger compartment of the vehicle, and the like) along with information pertaining to the current operating status of the vehicle (e.g., which gear the vehicle is in, the current speed of the vehicle, and the like).
  • the ECU 540 may select, in real-time, the vehicle electrical component 552 or combination thereof that is least likely to be perceived by vehicle occupants or other drivers without compromising other objectives.
  • the ECU 540 may automatically select the rear window defroster 552 as a vehicle electrical component 552 that should be utilized to dissipate the excess energy based on the likelihood of the mass flow over the rear window dissipating the heat generated by the rear window defroster 552 so that its operation is substantially imperceptible to vehicle occupants.
  • the ECU 540 may automatically select the side window heaters 552 as the vehicle electrical components 552 that should be utilized to dissipate the excess energy based on the side window heaters 552 being less likely to influence the temperature in the passenger compartment or otherwise be perceptible to vehicle occupants.
  • a threshold value e.g., a desired temperature set by a driver or passenger
  • the ECU 540 may automatically select the parking lights, the daytime running lights, the dashboard lights, and/or another lighting component 552 as the vehicle electrical component(s) 552 that should be utilized to dissipate the excess energy based on the likelihood that increasing the output luminance of those vehicle lighting systems 552 will be substantially imperceptible given the ambient luminance.
  • the aforementioned examples are provided solely for the purposes of explanation and are not intended to be limiting; in practice, numerous different environmental conditions, vehicle statuses, and other selection criteria may be utilized to automatically select the optimal vehicle electrical component(s) 552 in real-time.
  • the power regulation process 600 may be repeated indefinitely throughout operation of the vehicle system 500 to dynamically redistribute and dissipate the energy generated by the TLR assembly 502 in an appropriate manner.
  • the ECU 540 operates the vehicle electrical system 532 in a manner that allows the TLR assembly 502 to contribute to recharging the battery 550.
  • the ECU 540 In periods of time where the battery 550 is incapable of absorbing the generated energy (e.g., at freeway speeds when the throttle 506 is positioned to obstruct the input fluid flow 512 and the battery 550 is essentially fully charged), the ECU 540 automatically operates the vehicle electrical system 532 to dissipate the generated energy in a useful manner, or if none is available, operates the turbine assembly 524 and/or the vehicle electrical system 532 to dissipate the generated electrical energy in a manner that is substantially imperceptible to vehicle occupants and does not risk exceeding any operational limits of the electronics module 530 or the vehicle electrical components 552. Thereafter, once the battery 550 resumes being capable of absorbing the generated energy, the ECU 540 may automatically operate the vehicle electrical system 532 to revert to allowing the TLR assembly 502 to contribute to recharging the battery 550.
  • FIG. 7 depicts an exemplary embodiment of an electronics module 700 suitable for use as the electronics module 530 in the turbine assembly 524 of FIG. 5 in conjunction with the power regulation process 600 of FIG. 6 .
  • the electronics module 700 includes power electronics 702 coupled between the output of the generator 528 and the vehicle electrical system 532, and the power electronics 702 generally represent the components of the electronics module 700 that are configured to filter, rectify, or otherwise process the electrical energy output by the generator 528 and deliver the generated electrical energy to the vehicle electrical system 532.
  • the power electronics 702 may include circuitry configured to selectively dissipate the generated electrical energy in response to commands from a control module 704 of the electronics module 700.
  • control module 704 generally represents the hardware, processing logic and/or other components of the electronics module 700 that are coupled to the ECU 540 and configured to support operations of the electronics module 700 described herein.
  • control module 704 may include or otherwise be realized as a processor, a controller, a microprocessor, a microcontroller, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device.
  • the illustrated electronics module 700 also includes a temperature sensing arrangement 706 disposed proximate the power electronics 702 to sense, measure, or otherwise quantify the temperature of the power electronics 702 and/or the electronics module 700.
  • the temperature sensing arrangement 706 and the power electronics 702 may be packaged together in a common device package or device housing.
  • the temperature sensing arrangement 706 may be affixed, mounted, or otherwise formed on the same substrate as the power electronics 702 to provide thermal coupling between the temperature sensing arrangement 706 and the power electronics 702.
  • the control module 704 may also be mounted on the same substrate as the power electronics 702 and the temperature sensing arrangement 706 and packaged in the same device package or housing, which, in turn, is packaged within the turbine assembly 524 (e.g., by mounting the electronics module 700 to the generator 528 and/or the turbine 526).
  • the ECU 540 is coupled to the temperature sensing arrangement 706 (either directly or via the control module 704) to receive or otherwise obtain a measured temperature associated with the electronics module 700.
  • the ECU 540 may determine that the excess electrical energy can be dissipated by the electronics module 530, 700 and command, signal, or otherwise instruct the control module 704 to operate the power electronics 702 to dissipate the excess electrical energy generated by the generator 528 at the electronics module 530, 700.
  • the ECU 540 may automatically identify and utilize one or more vehicle electrical components 552 to dissipate the excess electrical energy as described above (e.g., tasks 616, 618).
  • the control module 704 may be coupled to the temperature sensing arrangement 706 instead of the ECU 540, with the control module 704 detecting or otherwise identifying when the measured temperature of the electronics module 530, 700 is greater than or equal to a maximum operating temperature and providing, to the ECU 540, a corresponding indication (e.g., a flag bit) that the electronics module 530, 700 should not dissipate any excess energy.
  • FIGS. 8-9 depict an exemplary sequence of operating a vehicle electrical system 800 suitable for use as the vehicle electrical system 532 in the vehicle system 500 of FIG. 5 in accordance with one or more exemplary embodiments of the power regulation process 600 of FIG. 6 .
  • FIGS. 8-9 depict a simplistic representation of the vehicle electrical system 800 for purposes of explanation, and the vehicle electrical system 800 depicted in FIGS. 8-9 is not intended to limit the subject matter described herein in any way.
  • Practical embodiments of the vehicle electrical system 800 may include any number or type of vehicle electrical components 804, any number or type of energy storage elements 802, and any number or type of switching arrangements 810, 812, 814 configured to support the subject matter described herein.
  • the illustrated vehicle electrical system 800 includes a battery 802 (e.g., energy storage element 550) and at least one vehicle electrical component 804 (e.g., vehicle electrical component 552).
  • the battery 802 is selectively electrically coupled to the output of the turbine assembly 824 (e.g., turbine assembly 524) via a first switching arrangement 810 coupled between the battery 802 and the output of the turbine assembly 824, and the vehicle electrical component 804 is selectively electrically coupled to the output of the turbine assembly 824 via a second switching arrangement 810 coupled between the vehicle electrical component 804 and the output of the turbine assembly 824.
  • the vehicle electrical component 804 is also selectively electrically coupled to the battery 802 via a third switching arrangement 814 coupled between the vehicle electrical component 804 and the battery 802.
  • the ECU 540 closes, turns on, or otherwise activates the first switching arrangement 810 to provide an electrical connection and a corresponding path for current from the output of the turbine assembly 824 to the battery 802, thereby delivering the electrical energy generated by the turbine assembly 824 to the battery 802 to charge the battery 802 (e.g., tasks 602, 604).
  • the ECU 540 may also activate the third switching arrangement 814 to provide an electrical connection between the battery 802 and the vehicle electrical component 804 so that the battery 802 functions as an energy source for the vehicle electrical component 804.
  • the ECU 540 may deactivate the third switching arrangement 814 to prevent any current flow from the battery 802 to the vehicle electrical component 804.
  • the ECU 540 in the absence of an excess energy condition, also deactivates the second switching arrangement 812 to electrically decouple the vehicle electrical component 804 from the turbine assembly 824 to prevent diverting charging current away from the battery 802.
  • the ECU 540 in response to identifying an excess energy condition, automatically opens, turns off, or otherwise deactivates the first switching arrangement 810 to electrically decouple the battery 802 from the output of the turbine assembly 824 to prevent delivery of excess electrical energy to the battery 802 (e.g., tasks 608, 618). Additionally, the ECU 540 automatically closes, turns on, or otherwise activates the second switching arrangement 812 to provide an electrical connection and a corresponding path for current from the output of the turbine assembly 824 to the vehicle electrical component 804, thereby delivering at least a portion of the electrical energy generated by the turbine assembly 824 to the vehicle electrical component 804, which, in turn, dissipates the electrical energy received from the turbine assembly 824.
  • the ECU 540 may also automatically deactivate the third switching arrangement 814 in concert with deactivating the first switching arrangement 810 and activating the second switching arrangement 812 to prevent current flow between the battery 802 and the vehicle electrical component 804.
  • the ECU 540 may maintain the first switching arrangement 810 deactivated and the second switching arrangement 812 activated for as long as the excess energy condition exists to prevent excess electrical energy generated by the turbine assembly 824 from being delivered to the battery 802. Thereafter, in response to identifying an absence of the excess energy condition, the ECU 540 may operate the vehicle electrical system 800 to revert back to the initial operating state as depicted in FIG. 8 (e.g., by activating switching arrangement 810 and deactivating switching arrangement 812 in concert) to resume delivery of electrical energy generated by the turbine assembly 824 to the battery 802.
  • excess energy generated by a TLR assembly allows for the excess energy generated by a TLR assembly to be effectively dissipated using vehicle electrical components that are not subject to the same operating temperature constraints as the under-the-hood components and in a manner that is substantially imperceptible to vehicle occupants.
  • excess electrical energy generated by the may be diverted away from the vehicle battery and/or other energy storage elements and provided to one or more other vehicle electrical components, such as window defrosters, lighting systems, or the like, that are capable of dissipating the excess energy without significantly impacting the user experience.
  • the mass flow associated with a moving vehicle is capable of cooling the vehicle electrical components, thereby minimizing the effects of any added heat that may be dissipated by the activated electrical components.
  • the mass flow associated with a moving vehicle is capable of cooling the vehicle electrical components, thereby minimizing the effects of any added heat that may be dissipated by the activated electrical components.
  • the control module After operating the vehicle electrical component(s) to dissipate the excess energy generated by the turbine assembly, the control module detects or otherwise identifies the absence of the excess energy condition when the current (or instantaneous) electrical power output generated by the turbine assembly falls below the power handling capabilities of the energy storage element(s) and/or the vehicle electrical system as initially configured. In response to the absence, the control module automatically operates the vehicle electrical system to revert to its initial normal operating state. For example, the control module may deactivate or otherwise disable the vehicle electrical components used to dissipate the excess electrical energy, or otherwise prevent those vehicle electrical components from receiving the electrical energy generated by the turbine assembly (e.g., by operating a switching arrangement to decouple the vehicle electrical component(s) from the generator output). Additionally, the control module automatically operates the vehicle electrical system to resume delivery of the electrical energy generated by the turbine assembly to the energy storage element(s), for example, by operating a switching arrangement to provide an electrical connection from the output of the turbine assembly to the energy storage element(s).
  • the electronics assembly may be located in various locations to achieve the needs of a particular application.
  • the electronics assembly 136 may be provided in fluid communication with the input fluid flow 112 upstream of the throttle 106 to expose the electronics assembly 136 to a larger airflow rate for cooling purposes but less energy recovery potential as compared to the embodiment of FIG. 1 where the electronics assembly 136 is in fluid communication with the bypass fluid flow 114, which provides enhanced potential for energy recovery (by better raising the temperature of the input fluid to the turbine) but a lower airflow rate.
  • the electronics assembly 136 may be provided in fluid communication with the intake fluid flow 118 downstream of the throttle 106 to expose the electronics assembly 136 to a larger airflow rate for cooling purposes but less effective icing prevention as compared to the embodiment of FIG. 3 where the electronics assembly 136 is in fluid communication with the turbine output fluid flow 116.
  • embodiments of the subject matter described herein can be stored on, encoded on, or otherwise embodied by any suitable non-transitory computer-readable medium as computer-executable instructions or data stored thereon that, when executed (e.g., by a processing system), facilitate the processes described above.
  • Coupled means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically.
  • drawings may depict one exemplary arrangement of elements, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter.
  • certain terminology may also be used in the following description for the purpose of reference only, and thus are not intended to be limiting. For example, the terms “first,” “second,” and other such numerical terms referring to structures do not imply a sequence or order unless clearly indicated by the context.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP16183647.3A 2015-08-17 2016-08-10 Dissipation de puissance excédentaire pour systèmes de récupération de perte d'étranglement Withdrawn EP3133269A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US14/827,791 US9657696B2 (en) 2015-03-04 2015-08-17 Excess power dissipation for throttle loss recovery systems

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EP3133269A1 true EP3133269A1 (fr) 2017-02-22

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110265882A1 (en) * 2010-05-03 2011-11-03 Honeywell International Inc. Flow-control assembly with a rotating fluid expander
US20130091844A1 (en) * 2011-10-12 2013-04-18 Ford Global Technologies, Llc Methods and systems for an engine
US20140261250A1 (en) * 2013-03-15 2014-09-18 Denso Corporation Vehicle-mounted power supply system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110265882A1 (en) * 2010-05-03 2011-11-03 Honeywell International Inc. Flow-control assembly with a rotating fluid expander
US20130091844A1 (en) * 2011-10-12 2013-04-18 Ford Global Technologies, Llc Methods and systems for an engine
US20140261250A1 (en) * 2013-03-15 2014-09-18 Denso Corporation Vehicle-mounted power supply system

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