JP2012092710A - Cooling device for electrically-assisted turbocharger - Google Patents

Cooling device for electrically-assisted turbocharger Download PDF

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JP2012092710A
JP2012092710A JP2010239653A JP2010239653A JP2012092710A JP 2012092710 A JP2012092710 A JP 2012092710A JP 2010239653 A JP2010239653 A JP 2010239653A JP 2010239653 A JP2010239653 A JP 2010239653A JP 2012092710 A JP2012092710 A JP 2012092710A
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motor
cooling chamber
bearing
lubricating oil
turbocharger
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JP5707853B2 (en
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Shogo Sakashita
翔吾 坂下
Tomohiro Sugano
知宏 菅野
Yoshiyuki Abe
義幸 阿部
Haruyo Kimura
治世 木村
Yukari Mizushima
由加利 水島
Akira Iijima
章 飯島
Isao Kitsukawa
功 橘川
Tomoyuki Ito
朝幸 伊藤
Naoki Ishibashi
直樹 石橋
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Isuzu Motors Ltd
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    • 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
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    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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Abstract

PROBLEM TO BE SOLVED: To provide a cooling device for an electrically-assisted turbocharger that cools a motor of the electrically-assisted turbocharger.SOLUTION: The cooling device for an electrically-assisted turbocharger 10 includes a motor case 12 and a bearing housing 28 for bearing a turbo shaft 23 of a turbocharger 20 side by side. A motor cooling chamber 15 is formed in the motor case 12 while a bearing cooling chamber 32 is formed in the bearing housing 28. The motor cooling chamber 15 and the bearing cooling chamber 32 are made to communicate with each other. A lubricating-oil inlet 33 is formed in the motor case 12 while a lubricating-oil outlet 34 is formed in the bearing housing 28. Consequently, a cooling lubrication circuit 35 is formed to sequentially supply lubricating oil, supplied from an engine, to the motor cooling chamber 15 and the bearing cooling chamber 32.

Description

本発明は、ターボチャージャに電動機（モータ）を組み合わせた電動アシストターボチャージャに係り、特に、電動アシストターボチャージャのモータを冷却するための電動アシストターボチャージャの冷却装置に関するものである。   The present invention relates to an electric assist turbocharger in which an electric motor (motor) is combined with a turbocharger, and more particularly to an electric assist turbocharger cooling device for cooling an electric assist turbocharger motor.

図２に示すようにターボチャージャ２０は、タービン２１とコンプレッサ２２をターボ軸２３で連結して構成される。タービン２１は、タービンホィール２４を囲み、排ガスが導入されるタービンハウジング２５からなり、コンプレッサ２２は、コンプレッサホィール２６を囲み、吸気が導入されるコンプレッサハウジング２７からなり、タービンホィール２４とコンプレッサホィール２６を連結するターボ軸２３がベアリングハウジング２８内に収容されると共にベアリングハウジング２８内に設けた軸受部２９で軸承される。ベアリングハウジング２８の上部には、潤滑油を軸受部２９に供給する潤滑油入口３０が設けられ、下部には潤滑油排出口３１が形成され、エンジンからの潤滑油をベアリングハウジング２８内の軸受部用冷却室３２に供給するようになっている。   As shown in FIG. 2, the turbocharger 20 is configured by connecting a turbine 21 and a compressor 22 with a turbo shaft 23. The turbine 21 includes a turbine housing 25 that surrounds the turbine wheel 24 and into which exhaust gas is introduced. The compressor 22 includes a compressor housing 27 that surrounds the compressor wheel 26 and into which intake air is introduced. The turbine wheel 24 and the compressor wheel 26 are The turbo shaft 23 to be connected is accommodated in a bearing housing 28 and is supported by a bearing portion 29 provided in the bearing housing 28. A lubricating oil inlet 30 for supplying lubricating oil to the bearing portion 29 is provided in the upper portion of the bearing housing 28, and a lubricating oil discharge port 31 is formed in the lower portion, and the lubricating oil from the engine is supplied to the bearing portion in the bearing housing 28. The cooling chamber 32 is supplied.

図３は、ターボチャージャ２０をエンジン４０に付加した際の吸排気系と潤滑油による冷却系統を示したものである。   FIG. 3 shows an intake / exhaust system and a cooling system using lubricating oil when the turbocharger 20 is added to the engine 40.

ターボチャージャ２０は、エンジン４０のエギゾーストパイプ４１にタービン２１が接続され、インテークパイプ４２にコンプレッサ２２が接続され、エンジン４０の燃焼室４３から排気された排ガスがエギゾーストパイプ４１を通してタービン２１に供給されて、タービン２１を駆動し、吸気はエアクリーナ４４からコンプレッサ２２に導入されて圧縮され、吸気スロットル４５を介してインタークーラ４６で冷却されて、エンジン４０の燃焼室４３に導入される。   In the turbocharger 20, a turbine 21 is connected to an exhaust pipe 41 of an engine 40, a compressor 22 is connected to an intake pipe 42, and exhaust gas exhausted from a combustion chamber 43 of the engine 40 is supplied to the turbine 21 through the exhaust pipe 41. The turbine 21 is driven, and the intake air is introduced into the compressor 22 from the air cleaner 44 and compressed, cooled by the intercooler 46 via the intake throttle 45, and introduced into the combustion chamber 43 of the engine 40.

このターボチャージャ２０は、ベアリングハウジング２８内の軸受部２９の潤滑のためと、排ガスからの受熱による軸受部２９の冷却のために、エンジン４０からの潤滑油を、オイル供給管４７を通してベアリングハウジング２８内の軸受部用冷却室３２に導入し、軸受部２９を潤滑すると共に冷却するようになっており、軸受部用冷却室３２に供給された潤滑油は、潤滑油排出口３１からオイル戻し管４８にてオイルパンへ戻され、再度、軸受部用冷却室３２に循環されるようになっている。   The turbocharger 20 uses lubricating oil from the engine 40 through the oil supply pipe 47 to lubricate the bearing portion 29 in the bearing housing 28 and cool the bearing portion 29 by receiving heat from exhaust gas. The bearing portion 29 is introduced into the bearing portion cooling chamber 32 to lubricate and cool the bearing portion 29, and the lubricating oil supplied to the bearing portion cooling chamber 32 is supplied from the lubricating oil discharge port 31 to the oil return pipe. The oil pan is returned to 48 and is circulated again to the bearing cooling chamber 32.

このエンジン４０にターボチャージャ２０を付加したシステムでは、エンジンの低回転域での過給圧の立ち上がりが悪く、低回転時に高トルクが要求されてもエンジンの出力特性が良好でない問題がある。   In the system in which the turbocharger 20 is added to the engine 40, there is a problem that the boost pressure rises in a low rotation range of the engine and the output characteristics of the engine are not good even when high torque is required at low rotation.

そこで最近は、ターボチャージャのターボ軸にモータのロータを直結し、高トルクが要求されたときにモータでターボ軸を回転して過給圧を上げ、また逆にタービンの回転でモータを発電機として使用する電動アシストターボチャージャが開発されている（特許文献１，２）。   Therefore, recently, the motor rotor is directly connected to the turbo shaft of the turbocharger, and when high torque is required, the turbo shaft is rotated by the motor to increase the supercharging pressure, and conversely, the motor is generated by rotating the turbine. An electrically assisted turbocharger used as the above has been developed (Patent Documents 1 and 2).

特開２００４−１６９６２９号公報JP 2004-169629 A 特開２００６−３２０１４３号公報JP 2006-320143 A

この電動アシストターボチャージャにおいては、ベアリングハウジングとコンプレッサハウジングの間にモータを設置したものであるが、モータ駆動時にステータの自己発熱およびタービンからの受熱により、モータの温度が２００℃以上に上昇するため、駆動力低下が生じる問題がある。   In this electrically assisted turbocharger, a motor is installed between the bearing housing and the compressor housing. However, when the motor is driven, the temperature of the motor rises to 200 ° C. or more due to self-heating of the stator and heat received from the turbine. There is a problem that the driving force is reduced.

図４は、モータの温度が−２０℃、＋２０℃、＋７０℃のときの、トルクに対するモータ速度特性とモータ電流特性を示したもので、モータ温度が高いとモータの電流特性も速度特性も悪くなる。   FIG. 4 shows motor speed characteristics and motor current characteristics with respect to torque when the motor temperature is −20 ° C., + 20 ° C., and + 70 ° C. When the motor temperature is high, the motor current characteristics and speed characteristics are poor. Become.

従って、モータ温度が１００℃以上に上昇した場合には、ブースト立ち上がり時間の遅れが生じ、排ガス性能の悪化、ドライビングレスポンス性の悪化が生じると共に、モータの耐熱性にも問題を生じる。   Therefore, when the motor temperature rises to 100 ° C. or more, the boost rise time is delayed, exhaust gas performance and driving response are deteriorated, and the heat resistance of the motor is also problematic.

そこで、本発明の目的は、前記課題を解決し、電動アシストターボチャージャのモータを冷却できる電動アシストターボチャージャの冷却装置を提供することにある。   SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a cooling device for an electric assist turbocharger that can solve the above-described problems and can cool the motor of the electric assist turbocharger.

この目的を達成するために創案された本発明は、ターボチャージャのターボ軸を軸承するベアリングハウジングにモータケースを併設した電動アシストターボチャージャの冷却装置において、前記モータケース内にモータ用冷却室を形成すると共に前記ベアリングハウジング内に軸受部用冷却室を形成し、前記モータ用冷却室と前記軸受部用冷却室とを連通し、前記モータケースに潤滑油入口を形成すると共に前記ベアリングハウジングに潤滑油排出口を形成し、エンジンからの潤滑油を前記モータ用冷却室と前記軸受部用冷却室とへ順次供給する冷却潤滑回路を形成したことを特徴とする電動アシストターボチャージャの冷却装置である。   In order to achieve this object, the present invention provides a cooling device for an electrically assisted turbocharger in which a motor case is provided in a bearing housing that supports a turbo shaft of the turbocharger, and a cooling chamber for the motor is formed in the motor case. And a bearing cooling chamber is formed in the bearing housing, the motor cooling chamber communicates with the bearing cooling chamber, a lubricating oil inlet is formed in the motor case, and a lubricating oil is formed in the bearing housing. A cooling device for an electrically assisted turbocharger, wherein a cooling lubrication circuit is formed in which a discharge port is formed and lubricating oil from an engine is sequentially supplied to the motor cooling chamber and the bearing cooling chamber.

前記潤滑油入口は前記モータケースの下部に形成され、前記潤滑油排出口は前記ベアリングハウジングの下部に形成されると良い。   The lubricating oil inlet may be formed in a lower portion of the motor case, and the lubricating oil discharge port may be formed in a lower portion of the bearing housing.

前記モータケースは、前記ベアリングハウジングと前記ターボチャージャのコンプレッサハウジングとを接続するように設けられると良い。   The motor case may be provided so as to connect the bearing housing and a compressor housing of the turbocharger.

本発明は、モータのステータの冷却性能が向上し、モータ駆動力の低下を防止できると共にモータを発電機として使用する際には発電効率を向上させることができるという優れた効果を発揮する。   INDUSTRIAL APPLICABILITY The present invention has an excellent effect that the cooling performance of the stator of the motor is improved, the reduction in motor driving force can be prevented, and the power generation efficiency can be improved when the motor is used as a generator.

本発明の実施の形態に係る電動アシストターボチャージャを示す断面模式図である。It is a cross-sectional schematic diagram which shows the electrically assisted turbocharger which concerns on embodiment of this invention. 従来のターボチャージャを示す断面図である。It is sectional drawing which shows the conventional turbocharger. 従来のターボチャージャをエンジンの吸排気系に組み込んだ図である。It is the figure which incorporated the conventional turbocharger in the engine intake-exhaust system. モータの各温度におけるトルクに対する速度特性と電流特性を示す図である。It is a figure which shows the speed characteristic and electric current characteristic with respect to the torque in each temperature of a motor.

以下、本発明の好適な実施の形態を添付図面にしたがって説明する。   Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.

図１は、本発明の好適な実施の形態に係る電動アシストターボチャージャを示す断面模式図である。   FIG. 1 is a schematic sectional view showing an electrically assisted turbocharger according to a preferred embodiment of the present invention.

図１において、１０は、電動アシストターボチャージャを示し、モータ１１の構成を除いて、タービンとコンプレッサは、図２で説明したターボチャージャ２０のタービン２１とコンプレッサ２２の構造と基本的に同じであり、同一符号を付すと共にその説明は省略する。   In FIG. 1, reference numeral 10 denotes an electrically assisted turbocharger. Except for the configuration of the motor 11, the turbine and the compressor are basically the same as the structures of the turbine 21 and the compressor 22 of the turbocharger 20 described in FIG. The same reference numerals are given and the description thereof is omitted.

さて、ベアリングハウジング２８とコンプレッサハウジング２７とはモータケース１２で接続され、そのモータケース１２内にモータ１１が設けられて電動アシストターボチャージャ１０が構成される。つまり、モータ１１が、高温となるタービン側ではなく、低温のコンプレッサ側に配置されるように構成される。このように構成するのは、一般にモータ１１は低温であるほどその性能が発揮されるためである。   The bearing housing 28 and the compressor housing 27 are connected by a motor case 12, and the motor 11 is provided in the motor case 12 to constitute the electrically assisted turbocharger 10. That is, the motor 11 is configured to be disposed on the low-temperature compressor side instead of the high-temperature turbine side. The reason for this configuration is that the motor 11 generally exhibits its performance at a lower temperature.

モータ１１は、ターボ軸２３に連結されたロータ１３と、そのロータ１３の外周にエアギャップを介して配置されるステータ１４とからなり、そのステータ１４を適宜支持して囲繞するようにモータケース１２が設けられると共にモータケース１２内にモータ用冷却室１５が形成される。   The motor 11 includes a rotor 13 coupled to a turbo shaft 23 and a stator 14 disposed on the outer periphery of the rotor 13 via an air gap. The motor case 12 supports and surrounds the stator 14 as appropriate. And a motor cooling chamber 15 is formed in the motor case 12.

ここで、モータ１１と軸受部２９の冷却と潤滑のために、モータ用冷却室１５及び軸受部用冷却室３２にエンジンからの潤滑油を供給することを考えると、モータ用冷却室１５及び軸受部用冷却室３２のそれぞれに別経路にて潤滑油を供給することが想定される。   Here, considering that the lubricating oil from the engine is supplied to the motor cooling chamber 15 and the bearing cooling chamber 32 in order to cool and lubricate the motor 11 and the bearing 29, the motor cooling chamber 15 and the bearing It is assumed that the lubricating oil is supplied to each of the part cooling chambers 32 through a separate path.

しかしながら、この方法では冷却及び潤滑のための冷却潤滑回路が複数回路となり、回路数の増加により構成が複雑になってしまうという問題が生じる。   However, this method has a problem that the cooling and lubrication circuit for cooling and lubrication becomes a plurality of circuits, and the configuration becomes complicated due to an increase in the number of circuits.

そこで、本発明においては、モータ用冷却室１５と軸受部用冷却室３２とを連通し、モータケース１２に潤滑油入口３３を形成すると共にベアリングハウジング２８に潤滑油排出口３４を形成し、エンジンからの潤滑油をモータ用冷却室１５、軸受部用冷却室３２へ順次供給する１つの冷却潤滑回路３５を形成し、電動アシストターボチャージャの冷却装置を構成した。   Therefore, in the present invention, the motor cooling chamber 15 and the bearing cooling chamber 32 communicate with each other, the lubricating oil inlet 33 is formed in the motor case 12, and the lubricating oil discharge port 34 is formed in the bearing housing 28, so that the engine A cooling lubrication circuit 35 for sequentially supplying the lubricating oil from the motor cooling chamber 15 and the bearing cooling chamber 32 to the motor cooling chamber 15 is formed to constitute a cooling device for the electric assist turbocharger.

そのために、モータ用冷却室１５の上部には、ベアリングハウジング２８内の軸受部用冷却室３２に連通すると共に２つの軸受部２９の上部に潤滑油を供給する連絡油路３６が形成される。これにより、モータ用冷却室１５と軸受部用冷却室３２とがその上部で連通された空間を形成する。   For this purpose, a communication oil passage 36 that communicates with the bearing cooling chamber 32 in the bearing housing 28 and supplies lubricating oil to the upper portions of the two bearings 29 is formed in the upper part of the motor cooling chamber 15. As a result, a space in which the motor cooling chamber 15 and the bearing cooling chamber 32 communicate with each other at the upper portion thereof is formed.

潤滑油入口３３と潤滑油排出口３４間には、図３に示した潤滑油による冷却系統が接続される。具体的には、潤滑油入口３３にはオイル供給管４７が接続され、潤滑油排出口３４にはオイル戻し管４８が接続される。   A cooling system using the lubricating oil shown in FIG. 3 is connected between the lubricating oil inlet 33 and the lubricating oil outlet 34. Specifically, an oil supply pipe 47 is connected to the lubricating oil inlet 33, and an oil return pipe 48 is connected to the lubricating oil outlet 34.

これにより、エンジンからの潤滑油は、図３で説明したように、図示しない加圧手段によってオイル供給管４７、潤滑油入口３３を通してモータケース１２内のモータ用冷却室１５に導入され、モータケース１２内のモータ１１を冷却し、次いで、連絡油路３６を通じてベアリングハウジング２８内の軸受部用冷却室３２に導入され、ベアリングハウジング２８内の軸受部２９を潤滑すると共に冷却し、重力によって潤滑油排出口３４からオイル戻し管４８にてオイルパンへ戻されて循環されるようになっている。   As a result, the lubricating oil from the engine is introduced into the motor cooling chamber 15 in the motor case 12 through the oil supply pipe 47 and the lubricating oil inlet 33 by the pressurizing means (not shown) as described with reference to FIG. 12 is cooled to the bearing chamber cooling chamber 32 in the bearing housing 28 through the communication oil passage 36 to lubricate and cool the bearing portion 29 in the bearing housing 28, and the lubricating oil is fed by gravity. The oil is returned from the discharge port 34 to the oil pan through an oil return pipe 48 and circulated.

次に、本実施の形態の作用を説明する。   Next, the operation of the present embodiment will be described.

低負荷時に高トルクが要求され過給圧を上げる際には、モータ１１のステータ１４のコイルに通電してロータ１３を回転し、ターボ軸２３を介してコンプレッサ２２を駆動し、またタービン２１の駆動から発電する際には、ステータ１４のコイルに生じた回生電流でバッテリを充電する。   When a high torque is required at a low load and the boost pressure is increased, the rotor 13 is rotated by energizing the coil of the stator 14 of the motor 11, the compressor 22 is driven via the turbo shaft 23, and the turbine 21 When power is generated from driving, the battery is charged with a regenerative current generated in the coil of the stator 14.

このモータ１１の駆動時には、ステータ１４が２００℃に発熱するため、エンジンからの潤滑油をモータケース１２内のモータ用冷却室１５に流すことで、モータ１１の温度を８０℃以下に冷却することができる。   Since the stator 14 generates heat at 200 ° C. when the motor 11 is driven, the temperature of the motor 11 is cooled to 80 ° C. or less by flowing lubricating oil from the engine into the motor cooling chamber 15 in the motor case 12. Can do.

次いで、モータ用冷却室１５に供給された潤滑油は、連絡油路３６を通じてベアリングハウジング２８内の軸受部用冷却室３２に流れ、軸受部２９を冷却した後、潤滑油排出口３４からオイル戻し管４８に戻される。   Next, the lubricating oil supplied to the motor cooling chamber 15 flows to the bearing cooling chamber 32 in the bearing housing 28 through the communication oil passage 36, cools the bearing 29, and then returns the oil from the lubricating oil discharge port 34. Returned to tube 48.

このように、潤滑油がモータ用冷却室１５から軸受部用冷却室３２へ順次供給されることで、最も冷却効果の要求されるモータ１１を優先的に冷却することができ、モータ１１の冷却効率を上げられるので、モータ効率が向上する。また、冷却潤滑回路３５を１つの回路で構成することができるため、構成を簡略化することができる。   In this way, the lubricating oil is sequentially supplied from the motor cooling chamber 15 to the bearing cooling chamber 32, whereby the motor 11 that is most required to have a cooling effect can be preferentially cooled. Since efficiency can be increased, motor efficiency is improved. Moreover, since the cooling lubrication circuit 35 can be comprised by one circuit, a structure can be simplified.

１０ 電動アシストターボチャージャ
１１ モータ
１２ モータケース
１３ ロータ
１４ ステータ
１５ モータ用冷却室
２０ ターボチャージャ
２１ タービン
２２ コンプレッサ
２３ ターボ軸
２４ タービンホィール
２５ タービンハウジング
２６ コンプレッサホィール
２７ コンプレッサハウジング
２８ ベアリングハウジング
２９ 軸受部
３０ 潤滑油入口
３１ 潤滑油排出口
３２ 軸受部用冷却室
３３ 潤滑油入口
３４ 潤滑油排出口
３５ 冷却潤滑回路
３６ 連絡油路
４０ エンジン
４１ エギゾーストパイプ
４２ インテークパイプ
４３ 燃焼室
４４ エアクリーナ
４５ 吸気スロットル
４６ インタークーラ
４７ オイル供給管
４８ オイル戻し管 DESCRIPTION OF SYMBOLS 10 Electric assist turbocharger 11 Motor 12 Motor case 13 Rotor 14 Stator 15 Motor cooling chamber 20 Turbocharger 21 Turbine 22 Compressor 23 Turbo shaft 24 Turbine wheel 25 Turbine housing 26 Compressor wheel 27 Compressor housing 28 Bearing housing 29 Bearing part 30 Lubricating oil Inlet 31 Lubricating oil outlet 32 Bearing cooling chamber 33 Lubricating oil inlet 34 Lubricating oil outlet 35 Cooling lubrication circuit 36 Connection oil passage 40 Engine 41 Exhaust pipe 42 Intake pipe 43 Combustion chamber 44 Air cleaner 45 Intake throttle 46 Intercooler 47 Oil Supply pipe 48 Oil return pipe

Claims (3)

ターボチャージャのターボ軸を軸承するベアリングハウジングにモータケースを併設した電動アシストターボチャージャの冷却装置において、
前記モータケース内にモータ用冷却室を形成すると共に前記ベアリングハウジング内に軸受部用冷却室を形成し、前記モータ用冷却室と前記軸受部用冷却室とを連通し、前記モータケースに潤滑油入口を形成すると共に前記ベアリングハウジングに潤滑油排出口を形成し、エンジンからの潤滑油を前記モータ用冷却室と前記軸受部用冷却室とへ順次供給する冷却潤滑回路を形成したことを特徴とする電動アシストターボチャージャの冷却装置。 In a cooling device for an electrically assisted turbocharger in which a motor case is attached to a bearing housing that supports the turbocharger's turbo shaft,
A motor cooling chamber is formed in the motor case, a bearing cooling chamber is formed in the bearing housing, the motor cooling chamber and the bearing cooling chamber are communicated, and lubricating oil is provided in the motor case. A cooling lubrication circuit is formed in which an inlet is formed and a lubricating oil discharge port is formed in the bearing housing, and the lubricating oil from the engine is sequentially supplied to the motor cooling chamber and the bearing cooling chamber. Electric assist turbocharger cooling device. 前記潤滑油入口は前記モータケースの下部に形成され、前記潤滑油排出口は前記ベアリングハウジングの下部に形成される請求項１に記載の電動アシストターボチャージャの冷却装置。   The cooling device for an electrically assisted turbocharger according to claim 1, wherein the lubricating oil inlet is formed in a lower portion of the motor case, and the lubricating oil discharge port is formed in a lower portion of the bearing housing. 前記モータケースは、前記ベアリングハウジングと前記ターボチャージャのコンプレッサハウジングとを接続するように設けられる請求項１又は２に記載の電動アシストターボチャージャの冷却装置。   The cooling device for an electrically assisted turbocharger according to claim 1, wherein the motor case is provided so as to connect the bearing housing and a compressor housing of the turbocharger.
JP2010239653A 2010-10-26 2010-10-26 Electric assist turbocharger cooling system Expired - Fee Related JP5707853B2 (en)

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