EP3902988A2 - An electric turbo system in which efficiency is increased by having compressor and turbine on the separate shafts, and working principle thereof - Google Patents
An electric turbo system in which efficiency is increased by having compressor and turbine on the separate shafts, and working principle thereofInfo
- Publication number
- EP3902988A2 EP3902988A2 EP19901019.0A EP19901019A EP3902988A2 EP 3902988 A2 EP3902988 A2 EP 3902988A2 EP 19901019 A EP19901019 A EP 19901019A EP 3902988 A2 EP3902988 A2 EP 3902988A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- turbine
- compressor
- battery
- compressor motor
- motor
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an electric turbo system which is used to reduce the delay, fuel consumption and emission in the internal combustion engine.
- the present invention relates to an electric turbo system in which compressor and turbine are located on separate shafts and, compressor is driven (operated) by a separate electric motor instead of turbine in order to eliminate all the disadvantages and limitations caused by the presence of the compressor and the turbine on the same shaft in the conventional electric turbo systems and so, in which system is made more efficient, optimal, scalable and flexible by using a separate motor and generator instead of a single machine operating as a motor-generator and, the working principle therefore.
- the compressor and the turbine are located on the same shaft and, the compressor is driven by turbine. Since the compressor and turbine are on the same shaft, the selection of the compressor and turbine cannot be done separately and thus, it is not possible to use the system in the most efficient way.
- the compressor and turbine operate on the same shaft, the compressor operates at the same cycle with the turbine instead of the desired cycle. This causes the pressure of the air delivered to the internal combustion engine to be not fully controlled and the combustion efficiency to be not maintained at the maximum point. Besides, since the combustion process in the internal combustion engine cannot be performed optimally, it is not possible that the energy of the combustion gases transferred to the turbine and therefore the energy produced by the generator are at the maximum level.
- the presence of the compressor and the turbine on the same shaft brings the need for bearing and consequently lubrication.
- the lubrication system brings extra cost, maintenance and repair workload to the turbo system although it is critically important in terms of performance and efficiency for turbos operating at very high cycle. Also, if the technical difficulties arising in the bearing and lubrication system cannot be overcome, problems will be occurred in the bearing system and they will be able to make the turbo system inoperable.
- the operation of the compressor and the turbine on the same shaft causes the size of the compressor, electric machine and turbine to not be selected independent to each other.
- the necessity of using a compressor suitable for the size of the turbine used in the system causes the air pressure transmitted to the internal combustion engine to be quite limited. While the higher-energy exhaust gases (combustion gases) can be obtained, the lower-energy exhaust gases are obtained due to smaller size compressor which has to be used because of the turbine size, consequently less energy is obtained from the generator.
- the electric machines which are used in the conventional electric turbo systems and operates bidirectional (two-way) as both motor and generator provides lower efficiency compared to the unidirectional (one-way) machines operating only as motor or generator and, this decreases the efficiency of the system.
- the document EP2621807B1 mentions about an embodiment where plurality of compressor and of the turbine are located in parallel in separate shafts. However, there, compressors are driven by turbines since the turbine and compressor in each shaft are connected to each other, it is not mentioned about a system and working method for driving the compressor by a separate electric motor.
- the document DE102014208092A1 mentions about a system including a turbo and additional compressor configuration for internal combustion engines. This additional compressor is operated as a support to the turbo. The compressor in the turbo operates on the same shaft with the turbine. The turbine in the turbo is also connected to a generator and, the battery is charged with the electricity produced in the generator. Mentioned additional compressor operates with the power taken this battery. However, there is not mentioned about a system where the turbine and compressor are separated for sizing and driving the compressor separately from the turbine.
- Aim of the invention is to present an electric turbo system in which compressor and turbine are located on separate shafts and, compressor is driven (operated) by a separate electric motor instead of turbine in order to eliminate all the disadvantages and limitations caused by the presence of the compressor and the turbine on the same shaft in the conventional electric turbo systems and so, in which system is made more efficient, optimal, scalable and flexible by using a separate motor and generator instead of a single machine operating as a motor-generator and, the working principle therefore.
- Another aim of the present invention is to enable the compressor to be controlled independent from the turbine. Another aim of the invention is to allow the compressor to operate at the desired cycles (instantaneous optimum cycles for the system or the cycles at which the compressor is most efficient) instead of the turbine cycle by controlling the compressor separately from the turbine thanks to the operation of the compressor and the turbine on the separate shafts.
- Another aim of the invention is to allow the air pressure transmitted to the internal combustion engine to be maintained at the desired level by controlling the compressor speed independent from the turbine speed.
- Another aim of the invention is to allow combustion within the cylinders to be occur in maximum efficiency and consequently, to maximize the energy of the exhaust gases delivered to the turbine and the amount of the electrical energy generated by the generator by keeping the air pressure delivered to the internal combustion engine at the desired level.
- Another object of the invention is to enable the compressor and turbine to be used as controllable brake by creating separately controllable resistors at both the exhaust outlet and the air inlet by controlling of the speeds of the compressor and the turbine separately.
- Another aim of the invention is to reduce the extra cost, maintenance and repair workload of the lubrication system and the risk of the occurrence of the technical problems by eliminating the bearing and lubrication need of the turbo system thanks to the operation of the compressor and the turbine on the separate shafts.
- Another aim of the invention is to increase the response rate and efficiency of the system by using separate motor and generator instead of a two-way electric machine operating both generator and electric motor on the same shaft.
- Another aim of the invention is to allow the compressor to operate at the lower temperatures compared to the conventional systems by allowing the compressor side to be less impacted from the high temperatures on the turbine side and so, to allow to be enable to operate with low-cost materials (e.g. plastic) by allowing greater freedom in the material selection for compressor, thanks to the separation of the compressor and turbine from the same shaft onto the different shafts.
- low-cost materials e.g. plastic
- Another aim of the invention is to eliminate the necessity of the system to be in block from (for making the system more flexible) by facilitating the placement of the system by separating the compressor, electric machine and turbine from each other and consequently, to minimize the losses in the gas flow system by reducing the number of twisted connections and sharp turns in this twists which increase losses in the gas flow system, thanks to the elimination of the close positioning.
- Another aim of the invention is to allow the size of the two components to be independently selected (flexibility in the system design) from each other thanks to the separation of the compressor and turbine from each other.
- Another aim of the invention to ensure the response rate of compressor and consequently the response rate of the system to be greater than the response rate of the compressor driven by the turbine thanks to the operation of the compressor driven by bidirectional electric machine instead of the turbine and the system therefore.
- the present invention presents an electric turbo (1) system in which compressor (4) and turbine (9) are located on separate shafts and, compressor (4) is driven (operated) by a compressor motor (3) that is a separate electric motor used instead of turbine (9) in order to eliminate all the disadvantages and limitations caused by the presence of the compressor and the turbine on the same shaft in the conventional electric turbo systems and so, in which system is made more efficient, optimal, scalable and flexible by using a separate motor and generator instead of a single machine operating as a motor-generator and, the working principle therefore.
- Turbo system which allows more fuel to burn in the engine by sending (compressed) air above atmospheric pressure to the internal combustion engine and thus enables more power to be generated from the engine, is a kind of turbomachine that takes its motion energy from exhaust gas (combustion gas).
- a conventional turbo is basically composed of a compressor operating on the suction side and a turbine operating on the exhaust side.
- the compressor and turbine are connected to each other by means of a shaft and are bedded in a bearing body.
- the exhaust gases hit the turbine propeller and then, rotates the rotor consisting of the turbine propeller, shaft and compressor propeller. With this rotational movement, the compressor propeller increases the pressure and density of the air by sucking and compressing it.
- the electric turbo concept has been introduced by changing the turbo systems.
- the electric turbo system comprises an external battery and an electric machine operating with the compressor and turbine.
- the electric machine which operates bidirectionally both as a motor and generator, is located on the same shaft in connection with compressor and turbine.
- excess turbine energy is converted into electricity by operation of the electric machine in the turbo as a generator.
- the generated electricity is stored in the external battery located in the turbo system.
- the electric machine in the turbo system starts to operate as a motor and increases the rotation speed of the compressor with the power it takes (draws) from the battery.
- the compressor and the turbine are located on the same shaft and the compressor is driven by the turbine. Since the compressor and the turbine are located on the same shaft, problems occur such as; that the selection of the compressor and turbine cannot be made independently to each other, that the compressor runs at the same cycle with the turbine instead of the desired cycle, therefore the combustion process in the internal combustion engine cannot occur in maximum efficiency and the energy produced by the generator cannot be in the maximum amount, the increasement of maintenance and cost due to the requirement of the bearing and lubrication, the failure of being free for material selection in the compressor side by influencing the compressor side from the high temperature on the turbine side, that the size of the compressor cannot be selected independent from the turbine size, the increasement in the losses in gas flow system with increased number of twists and sharp turns as well as the inability to be flexible in the system design as a result of necessity in the positioning of the turbine, electric machine and compressor in the block form, that the response rate of the compressor driven by the turbine via shaft and consequently the response rate of the system are slow, and as a result it is not
- the present electric turbo (1) system comprises a controller (2) that decides whether the electric turbo (1) system is operated,
- a compressor (4) which is operated with the initial energy taken from the turbine generator (10) and/or from battery (11 ) by mentioned compressor motor (3) and so, provides the suction and the pressurization of the air (H) that will be sent to the internal combustion engine (7) cylinders,
- a turbine in which the combustion gases (YG) formed as a result of combustion in the internal combustion engine (7) cylinders are delivered through exhaust manifold (8), a turbine generator (10) which is located on the same shaft with the turbine rotating with the energy of the combustion gases (YG) and thus, generates electricity (E) by starting to operate with the rotation of the turbine (9),
- a power converter (13) which, locating between turbine generator (10) outlet and mentioned battery (11) inlet, converts the remaining portion of the electrical (E) energy (after using for operating of the compressor motor (3)) generated by the turbine generator (10) to make it suitable for storage in the battery (11),
- a seconder power converter (14) which, locating between the battery (11) and compressor motor (3), coverts the energy received from the battery (11) to the suitable form for usage of the compressor motor (3).
- the compressor (4) and turbine (9) operates on the separate shafts.
- the energy of the exhaust gases (YG) coming from the internal combustion engine is converted to the electrical energy by the turbine generator (10) connected to the turbine (9).
- the compressed air (H) required in the cylinders is provided by the compressor (4) driven by a separate compressor motor (3).
- the electrical (E) energy required to drive the compressor motor (3) is provided by the turbine generator (10).
- the energy required for driving the compressor motor (3) is provided by the support of the battery (11) as well as the turbine generator (10).
- the battery (11) is charged with the remaining energy after driving of the compressor motor (3).
- the number of the turbines (9) can be increased to increase the amount of the electricity (E) and consequently the charge level of the battery (11).
- the plurality of turbines can be used in different order for different purposes by being connected in parallel to each other while turbines may operate in series (the output of one is connected to the input of the other).
- the plurality of compressor (4) can be used in series or parallel way for increasing the flow rate and pressure of the air (H) delivered to the cylinders.
- the operating principle of the present electric turbo (1) is as follows;
- Compressor motor (3) driven by being controlled by the controller (2) operates the compressor (4) with the initial drive energy received from just battery (1 1) or just turbine generator (10) or both of them depending on the situation.
- the compressor (4) that starts to operate, absorbs the air (H) from the external environment and increases the pressure of the air (H) that will be delivered to the cylinders.
- the controller (2) provides separate controls of all the compressors (4).
- the pressurized air (H) at the compressor (4) outlet is made more intense by cooling it by passing it through the intercooler (5), if the vehicle has an intercooler (5) component. Since the condensing air (H) contains more oxygen per unit volume, the combustion process occurred in the cylinder of the internal combustion engine (7) becomes more efficient.
- More dense air (H) exiting from the intercooler (5) is sent to the internal combustion engine (7) through the suction manifold (6) and is ensured to be burned in cylinders. After combustion process occurred in the cylinders, the high energy combustion gases (YG) coming to the turbine (9) through the exhaust manifold (8) rotate the turbine (9).
- the rotating turbine (9) enables the turbine generator (10) connected to the same shaft with it to operate and generate electricity (E).
- the high energy combustion gas (YG) passing through the exhaust manifold (8) can be delivered to a single turbine (9) or to the plurality of turbines (9) that can be operated in different order.
- the compressor motor (3) is operated by the electricity (E) generated by the turbine generator (10). After the compressor motor (3) is operated, the remaining electric (E) energy is converted by making it suitable for the battery (1 1) by means of the power converter (13) and is stored in the battery (11). Thus, after the energy stored in the battery (11) is converted to the suitable form for usage of the compressor motor (3) by means of the second power converter (14), as well as providing initial drive energy to the compressor motor (3), it is used together with the turbine generator (10) to operate the compressor motor (3) when the turbine generator (10) alone is not enough to operate the compressor motor (3).
- the loads and temperatures in the internal combustion engine (7) are tracked by the vehicle electronic control unit (12).
- the controller (2) controls the operation of the compressor motor (3) by tracking both the charge level of the battery (1 1) via the control connection (KB) data received from the battery (1 1) and the temperature value in the internal combustion engine (7) via the control connection (KB) data received from the vehicle electronic control unit (12).
- the compressor (4) is driven by the compressor motor (3) which is a separate electric motor.
- the electric (E) energy required for operating the compressor motor (3) is provided by the turbine generator (10).
- the turbine generator (10) alone is not enough to operate the compressor motor (3), the energy required for driving the compressor motor (3) is provided by the support of the battery (11) as well as the turbine generator (10).
- the battery (1 1) is charged with the remaining energy after driving the compressor motor (3).
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
TR2018/19790A TR201819790A2 (en) | 2018-12-19 | 2018-12-19 | AN ELECTRIC TURBO SYSTEM AND RELATED WORKING METHOD WITH THE COMPRESSOR AND THE TURBINE ON SEPARATE SHAFTS, INCREASING EFFICIENCY |
PCT/TR2019/051115 WO2020130991A2 (en) | 2018-12-19 | 2019-12-19 | An electric turbo system in which efficiency is increased by having compressor and turbine on the separate shafts, and working principle thereof |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3902988A2 true EP3902988A2 (en) | 2021-11-03 |
EP3902988A4 EP3902988A4 (en) | 2022-11-09 |
Family
ID=71102263
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19901019.0A Pending EP3902988A4 (en) | 2018-12-19 | 2019-12-19 | An electric turbo system in which efficiency is increased by having compressor and turbine on the separate shafts, and working principle thereof |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3902988A4 (en) |
TR (1) | TR201819790A2 (en) |
WO (1) | WO2020130991A2 (en) |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7958727B2 (en) * | 2005-12-29 | 2011-06-14 | Honeywell International Inc. | Electric boost compressor and turbine generator system |
GB0624599D0 (en) * | 2006-12-09 | 2007-01-17 | Aeristech Ltd | Engine induction system |
JP5177401B2 (en) * | 2008-05-30 | 2013-04-03 | 株式会社Ihi | Method and system for warming up exhaust gas purification catalyst |
JP2010190145A (en) * | 2009-02-19 | 2010-09-02 | Ihi Corp | Supercharging and exhaust emission control system of internal combustion engine |
GB201010443D0 (en) * | 2010-06-22 | 2010-08-04 | Aeristech Ltd | Controller |
JP6621043B2 (en) * | 2016-03-09 | 2019-12-18 | 三菱重工エンジン&ターボチャージャ株式会社 | SUPERCHARGE SYSTEM, SUPERCHARGE SYSTEM POWER SUPPLY DEVICE, SUPERCHARGE SYSTEM POWER SUPPLY CONTROL METHOD, AND ENGINE SYSTEM |
-
2018
- 2018-12-19 TR TR2018/19790A patent/TR201819790A2/en unknown
-
2019
- 2019-12-19 EP EP19901019.0A patent/EP3902988A4/en active Pending
- 2019-12-19 WO PCT/TR2019/051115 patent/WO2020130991A2/en unknown
Also Published As
Publication number | Publication date |
---|---|
WO2020130991A2 (en) | 2020-06-25 |
EP3902988A4 (en) | 2022-11-09 |
WO2020130991A3 (en) | 2020-10-01 |
TR201819790A2 (en) | 2020-07-21 |
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RIC1 | Information provided on ipc code assigned before grant |
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