US20170204781A1 - Supercharger assembly for regeneration of throttling losses and method of control - Google Patents
Supercharger assembly for regeneration of throttling losses and method of control Download PDFInfo
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- US20170204781A1 US20170204781A1 US15/392,741 US201615392741A US2017204781A1 US 20170204781 A1 US20170204781 A1 US 20170204781A1 US 201615392741 A US201615392741 A US 201615392741A US 2017204781 A1 US2017204781 A1 US 2017204781A1
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- Prior art keywords
- clutch
- generator
- motor
- gear arrangement
- rotors
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Classifications
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- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
- F02B33/446—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs having valves for admission of atmospheric air to engine, e.g. at starting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
-
- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
-
- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
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- 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
- F02B39/12—Drives characterised by use of couplings or clutches therein
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- 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
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
- F02B63/042—Rotating electric generators
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1823—Rotary generators structurally associated with turbines or similar engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/87—Auxiliary drives
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
Abstract
An engine assembly is provided that includes an engine throttle and a supercharger placed in series with one another in air flow to the engine. The throttle and supercharger can be controlled so that throttling losses are selectively distributed across the throttle and/or the supercharger. Throttling losses placed across the supercharger can create torque that can be converted to stored energy.
Description
- This application is a Continuation of U.S. patent application Ser. No. 14/348,303 filed on 28 Mar. 2014, which is a National Stage Application of PCT/US2012/057702 filed on 28 Sep. 2012, which claims benefit of U.S. patent application Ser. No. 61/541,593 filed on 30 Sep. 2011 and U.S. patent application Ser. No. 61/683,939 filed on 16 Aug. 2012, and which applications are incorporated herein by reference. To the extent appropriate, a claim of priority is made to each of the above disclosed applications.
- The present teachings generally include a supercharger placed in series with an engine throttle.
- Energy efficient engines of reduced size are desirable for fuel economy and cost reduction. Smaller engines provide less torque than larger engines. A supercharger is sometimes used to increase the torque available from an engine. At low engine speeds, when higher torque is often requested by a vehicle operator by depressing the accelerator pedal, the supercharger provides additional air to the engine intake manifold, boosting air pressure and thereby allowing the engine to generate greater torque at lower engine speeds.
- The present teachings generally include an assembly for controlling air flow to an engine. The engine has engine cylinders and has an engine throttle in a throttle body positioned in the air flow to the cylinders. The throttle and supercharger are controlled so the pressure drop that occurs across the throttle is selectively distributed across the throttle and/or the supercharger. The pressure drop is due to the vacuum created by the reciprocating pistons in the engine cylinders and because of the inefficiency created by the turbulence in air flow around the throttle at low throttle (i.e., only partially opened throttle) conditions. The energy associated with the pressure drop across the throttle is typically unused, and so is referred to as “throttling losses”. In the assembly, the pressure drop can be placed across the supercharger, causing torque on the supercharger that can be utilized (i.e., the throttling losses are “captured,” “regenerated,” or “recovered) such as by conversion to stored energy.
- More specifically, an assembly for controlling air flow to an engine having a crankshaft, engine cylinders, and a throttle in a throttle body upstream in the air flow to the engine cylinders, includes a supercharger having a set of rotors in series with the throttle in the air flow to the engine. A gear arrangement has a first member operatively connected with a load device, a second member operatively connectable with the engine crankshaft, and a third member operatively connectable with the supercharger. The load device can be a motor/generator, but is not limited to such. The load device is selectively controllable to vary a speed of rotation of the rotors through the gear arrangement to thereby cause the throttle to open. A pressure drop across the throttle then shifts to the rotors, creating torque on the rotors, throttling losses thereby being regenerated.
- In one aspect of the present teachings, a controller is operatively connected to the motor/generator and is configured to control the motor/generator to alternately function as a motor and as a generator. A battery is operatively connected to the controller and the motor/generator. The motor/generator can be controlled to function as a generator to convert the torque on the rotors to energy stored in the battery during periods of relatively constant engine speeds when the state-of-charge of the battery reaches a predetermined first level until a state-of-charge of the battery reaches a predetermined second level higher than the first level. When the throttle is less open, so that less of the pressure drop is distributed to the rotors, the motor/generator can then be controlled to function as a motor to provide torque at the crankshaft after the state-of-charge of the battery reaches the predetermined second level until the state-of-charge of the battery again reaches the predetermined first level.
- The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the present teachings when taken in connection with the accompanying drawings.
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FIG. 1 is a schematic illustration in partial cross-sectional view of an assembly having an engine throttle and a supercharger in series, with a planetary gear set and a motor/generator operatively connectable to the supercharger in accordance with an aspect of the present teachings. -
FIG. 2 is a schematic perspective illustration of a compound planetary gear set that may be used in place of the planetary gear set ofFIG. 1 in accordance with an alternative aspect of the present teachings. -
FIG. 3 is a plot of a state-of-charge of a battery connected with the motor/generator ofFIG. 1 versus time. -
FIG. 4 is a plot of pressure drop across the throttle ofFIG. 1 versus time. -
FIG. 5 is a plot of pressure drop across the supercharger ofFIG. 1 versus time. -
FIG. 6 is a schematic illustration of a vehicle having the assembly ofFIG. 1 , depicting a first drive mode providing low end boost during acceleration and a second drive mode providing boost during acceleration with high power demand. -
FIG. 7 is a schematic illustration of the vehicle ofFIG. 6 depicting a third drive mode with hybrid functionality during vehicle cruising and a fourth drive mode providing engine start/stop functionality and accessory drive by the motor/generator when the engine is stopped. -
FIG. 8 is a schematic illustration of the vehicle ofFIGS. 6 and 7 depicting a throttling loss regeneration mode. -
FIG. 9 is a schematic illustration of the vehicle ofFIGS. 6-8 depicting a regenerative braking mode. -
FIG. 10 is a schematic illustration of the two-position clutch ofFIG. 1 . - Referring to the drawings, wherein like reference numbers refer to like components throughout the several views,
FIG. 1 shows anassembly 10 that includes asupercharger 12 placed in series with athrottle 14 in athrottle body 16 in the air flow upstream of aplenum 18 in an engineair intake manifold 20 through which air is introduced intoengine cylinders 15 of anengine 11. Thethrottle 14 is also referred to herein as a throttle valve. Movement of pistons within theengine cylinders 15 creates a vacuum that pulls the air through theplenum 18. Thethrottle 14 is downstream in the air flow from thesupercharger 12 and controls air flow from thethrottle body 16 to theengine cylinders 15. As used herein, a first component is “downstream” in air flow from a second component if the direction of air flow requires that the air flow past the second component prior to the first component when air is directed past both components. Similarly, a first component is “upstream” in air flow from a second component if the direction of air flow requires that the air flow past the first component prior to the second component when air is directed past both components. Thethrottle 14 is shown downstream of thesupercharger 12. It should be understood that the functionality of thesupercharger 12 described herein can also be achieved if thesupercharger 12 was positioned downstream of thethrottle 14. In either configuration, thethrottle 14 and thesupercharger 12 are considered to be in series with one another in the air flow to theengine cylinders 15. Two components are “in series” with one another in the air flow to theengine 11 when air that flows past one of the components subsequently flows past the other component. - The
supercharger 12 can have a set of rotors with afirst rotor 26 that can mesh with asecond rotor 28. Eachrotor supercharger 12 can boost the air pressure upstream of theplenum 18, forcing more air into theengine cylinders 15, and thus increasing engine power. Abypass valve 34 can be selectively moveable to allow inlet air flowing through an air cleaner 21 (e.g., a filter) to bypass thesupercharger 12 when engine boost is not desired. When thevalve 34 is in the closed position, no air flows throughbypass passage 35 so that the air inlet 74 to therotors air outlet 78 of therotors supercharger 12, allowing the possibility of a pressure differential to be established by therotors valve 34 is in a closed position, the air flow represented by arrows throughbypass passage 35 cannot occur. Theengine 11 of theengine assembly 10 is depicted schematically inFIGS. 6-9 as part of avehicle 13. - The
throttle 14 and thebypass valve 34 are shown as butterfly valves that are each pivotable about a respective pivot axis between a closed position and an open position. In the closed position, thethrottle 14 orvalve 34 is generally perpendicular to the walls of the respective surroundingthrottle body 16 orbypass passage 35. In the fully open position, thethrottle 14 orvalve 34 is generally parallel to the walls of the respective surroundingthrottle body 16 orbypass passage 35. This position is referred to as wide open throttle. Thethrottle 14 andbypass valve 34 can also be moved to a variety of intermediate positions between the closed position and the open position. InFIG. 1 , thethrottle 14 andvalve 34 are each shown in an intermediate position. Acontroller 68A controls the operation of thethrottle 14 andvalve 34. Thecontroller 68A can be an engine controller. - The
supercharger 12 can be a fixed displacement supercharger, such as a Roots-type supercharger that outputs a fixed volume of air per rotation. The increased air output from thesupercharger 12 then becomes pressurized when forced into theair plenum 18. A Roots-type supercharger is a volumetric device, and therefore is not dependent on rotational speed in order to develop pressure. The volume of air delivered by the Roots-type supercharger per each rotation of the supercharger rotors is constant (i.e., does not vary with speed). A Roots-type supercharger can thus develop pressure at low engine speeds because the Roots-type supercharger functions as a pump rather than as a compressor. Compression of the air delivered by the Roots-type supercharger takes place downstream of thesupercharger 12 in theengine plenum 18. Alternatively, thesupercharger 12 can be a compressor, such as a centrifugal-type supercharger that is dependent on rotational speed in order to develop pressure. A centrifugal-type supercharger compresses the air as it passes through the supercharger but must run at higher speeds than a Roots-type supercharger in order to develop a predetermined pressure. - The
assembly 10 includes a gear arrangement that can be a planetary gear set 41 with asun gear member 42, aring gear member 44, and acarrier member 46 that rotatably supports a set of pinion gears 47 that can mesh with both thering gear member 44 and thesun gear member 42. Theengine crankshaft 48 can rotate with thecarrier member 46 through abelt drive 49 when anengine disconnect clutch 55 is engaged to connect thecrankshaft 48 with ashaft 59 rotatable by apulley 83A that is drivingly engaged with abelt 82 of thebelt drive 49. Theengine disconnect clutch 55 is also referred to herein as a third clutch. - An electric motor/
generator 50 can have arotatable motor shaft 52 with arotatable gear 54 mounted on themotor shaft 52. The motor/generator 50 is a load device as it can create a load when acting as a generator to convert torque to electric energy stored in abattery 66, and can apply a torque load when acting as a motor. The load is a variable load because the speed of the motor/generator 50 can be controlled. Themotor shaft 52 is driven by amotor rotor 63. Astator 65 is mounted to astationary member 64, such as a motor casing. Therotatable gear 54 can mesh with thering gear member 44. Thesun gear member 42 can be connectable for rotation with thefirst rotor 26 of thesupercharger 12. Thesecond rotor 28 also rotates when thefirst rotor 26 rotates due to a set of intermeshing gears 51, 53.Gear 51 is connected for rotation with thefirst rotor 26 and meshes withgear 53, which is connected for rotation with thesecond rotor 28. - The
belt drive 49 may be referred to as a front engine accessory drive (FEAD) as vehicleelectrical devices 80, such as electrical accessories, may also be driven by thebelt 82 of thebelt drive 49 either via theengine crankshaft 48 when clutch 55 is engaged and may be driven by the motor/generator 50 when the clutch 55 is not engaged, such as during an engine start/stop mode discussed herein with respect toFIG. 7 , when theengine 11 is off. Apulley 83B is drivingly engaged with thebelt 82 and ashaft 86 rotates with thepulley 83B to drive theelectrical devices 80. Anotherpulley 83C is drivingly engaged with thebelt 82 and drives ashaft 88 connected with thecarrier 46. - In certain aspects of the present teachings, the gear arrangement can be a compounded dual planetary gear set 141 as shown in
FIG. 2 , that can have tworing gear members 144A, 144B, twosun gear members common carrier member 146 that can support a first set of pinion gears 147A that can mesh with one of thering gear members 144A and one of thesun gear members 142A, and a second set of pinion gears 147B that can mesh with the other ring gear member 144B and the othersun gear member 142B. Although each set of pinion gears 147A, 147B includes multiple pinion gears, only one pinion gear of each set of pinion gears 147A, 147B is shown for clarity in the drawing. Theengine crankshaft 48 ofFIG. 1 can rotate commonly with or can be connected through thebelt drive 49 to the input sun gear member 142. A motor/generator like that ofFIG. 1 can have a motor shaft that rotates with arotatable gear 154 that can mesh with the input sidering gear member 144A. Therotatable gear 154 is clutched likegear 54 ofFIG. 1 . The ring gear member 144B is grounded to astationary member 64B (i.e., a non-rotating member), such as the engine block. Thesun gear member 142B can be connectable for rotation with thefirst rotor 26 of thesupercharger 12 ofFIG. 1 . - The
sun gear member 42 ofFIG. 1 (or the outputsun gear member 142B of the alternate dual planetary gear set 141 ofFIG. 2 ) can be selectively connectable with thefirst rotor 26 of thesupercharger 12 by control of a two-position clutch 57 that can connect thesun gear member 42 with ashaft 62 that rotates with and can drive therotor 26. The two-position clutch 57 is also referred to herein as a first clutch. The two-position clutch 57 can be controllable by anelectronic controller 68B and anactuator 94 to move between two alternate positions as shown inFIG. 10 . In a first position, the clutch 57 grounds thesun gear member 42 ofFIG. 1 or the outputsun gear member 142B ofFIG. 2 to thestationary member 64A such as the engine block. When the clutch 57 is in the first position, the planetary gear set 41 or 141 is not operatively connected to thesupercharger 12. In a second position, the clutch 57 connects thesun gear member first rotor 26 of thesupercharger 12. -
FIG. 10 shows the two-position clutch 57 ofFIG. 1 in greater detail. The clutch 57 includes areaction plate 81 splined to anextension 84 that is splined to theshaft 62. Thereaction plate 81 is supported on ashaft 86 by abearing 85. Thesun gear member 42 is mounted on or formed with theshaft 86 and rotates with theshaft 86. Aspring 89 contained in aspring housing 90 biases afriction plate 92 into engagement with thereaction plate 81. When thefriction plate 92 is engaged with thereaction plate 81 as shown inFIG. 10 , the clutch 57 is in the second position and theshaft 62 is thereby connected to rotate at the same speed as thesun gear member 42 through the clutch 57. The clutch 57 includes anactuator 94 with acoil 96 held in acoil support 98 mounted to astationary member 64A, such as a housing for the gear set 41. Abattery 66A can be controlled by acontroller 68B to selectively energize thecoil 96. Thebattery 66A andcontroller 68B can be separate from thebattery 66 andcontroller 68 used to control the motor/generator 50. Alternatively, thesame battery 66 andcontroller 68 can be used to control the clutch 57. When thecoil 96 is energized, thefriction plate 92 is pulled toward thecoil 96 by magnetic force to afirst position 92A, shown in phantom. The magnetic force of the energizedcoil 96 overcomes the force of thespring 89, and thespring 89 is compressed by thefriction plate 92. In thefirst position 92A, thefriction plate 92 is held to thestationary member 64A, braking thesun gear member 42. Thefriction plate 92 is not in contact with thereaction plate 82 in the first position, so thatshaft 62 is not held stationary by the clutch 57. - As shown in
FIG. 1 , abattery 66 can be used to provide electric power to the motor/generator 50 when the motor/generator 50 is controlled to function as a motor, and to receive electrical power from the motor/generator 50 when the motor/generator 50 is controlled to function as a generator. Vehicleelectrical devices 80 can also draw electric power from thebattery 66. Acontroller 68 can control the functioning of the motor/generator 50 as a motor or as a generator. Apower inverter 70 can be used to convert the energy supplied by the motor/generator 50 from alternating current to direct current to be stored in thebattery 66 when the motor/generator 50 operates as a generator, and from direct current to alternating current when the motor/generator 50 operates as a motor. - The
first rotor 26 of thesupercharger 12 is connected to rotate with thesun gear member 42 when the two-position clutch 57 is in the second position. When in this state, a pressure differential is created across thesupercharger 12 from theair inlet 74 at thefirst rotor 26 to theair outlet 78 at thesecond rotor 28. As described below, the two-way clutch 57, and thebypass valve 34 can be selectively controlled to provide a desired intake air pressure to the engine cylinders while allowing thesupercharger 12 and the motor/generator 50 to be used to provide regenerative electrical energy to thebattery 66 for providing power to vehicle electrical devices and/or for providing torque at thecrankshaft 48 when the motor/generator 50 is controlled to function as a motor. - In a first vehicle drive mode, also referred to as a low end boosting mode that can be implemented during vehicle acceleration, the
engine 11 can drive thevehicle 13 as indicated by arrow A inFIG. 6 extending from theengine 11 through thevehicle transmission 61 to the wheel axle. Theengine 11 can provide tractive torque to thevehicle wheels 60 at one or both wheel axles, depending on the vehicle drivetrain. Boost can be provided by airflow through thesupercharger 12 to theengine 11. When engine boost is demanded, thethrottle 14 can move to a relatively more open position than shown inFIG. 1 , such as in response to depression of an accelerator pedal. Therotors throttle body 16 andplenum 18 to meet operator demand. With the two-position clutch 57 grounded, the motor/generator 50 can be controlled to function as a motor or as a generator providing continuously variable transmission functionality to vary the torque at thecrankshaft 48. - In a second vehicle drive mode, also indicated in
FIG. 6 , when high power is demanded during vehicle acceleration, theengine 11 can drive thevehicle wheels 60, as indicated by arrow A, and also drive thesupercharger 12 when the clutch 57 is in the second position, as indicated by arrows B and C, thereby providing additional boost. The motor/generator 50 can be controlled to operate as a motor to adjust the boost by varying the speed of thering gear member 44 of the gear arrangement 41 (shown inFIG. 1 and represented inFIG. 6 as a speed coupling device), as indicated by arrow D inFIG. 6 . - When engine boost is not desired, the throttling losses (i.e., the pressure drop associated with the vacuum created by the moving engine cylinders) can be applied across both the
throttle 14 and thesupercharger 12 with thebypass valve 34 closed. The position of thethrottle 14 can be balanced with the pressure drop desired across thesupercharger 12 and air flows through both thesupercharger 12 and past the at least partiallyclosed throttle 14 to reach theengine cylinders 15. Alternatively, thebypass valve 34 can be closed so that all air flow to theengine 11 must flow through thesupercharger 12. The position of thebypass valve 34 can be controlled to allow fast adjustments in the air flow to theengine 11 when necessary to allow at least some air to bypass thesupercharger 12. The two-position clutch 57 can be placed in the second position so that torque generated by the pressure drop across thesupercharger 12 will be applied to thesun gear member 42, and thus to theengine crankshaft 48 and also to the motor/generator 50 (when powered) via the torque split provided by the planetary gear set 41. This operating mode can be referred to as a throttling loss regeneration mode, and is shown schematically inFIG. 8 with recaptured throttling losses represented as arrow E used to add power to theengine crankshaft 48 when clutch 55 is engaged and clutch 57 is in the second position. Alternately or in addition, all or a portion of the recaptured throttling losses can be used to recharge thebattery 66 when the motor/generator 50 is controlled to function as a generator, as indicated by arrow F. - The torque load applied by the motor/
generator 50 functioning as a generator can be shown to effectively slow down the speed of therotors throttle 14 to open and thereby apply a pressure differential across therotors engine cylinders 15 is moved from thethrottle 14 to therotors throttle 14 is opened. The resulting pressure drop from theinlet 74 to theoutlet 78 of therotors rotors rotors generator 50. During the throttling loss regeneration mode, theengine 11 can be used to power thevehicle 13 by providing tractive torque to thewheels 60, as indicated by arrow G. - Thus, at least a portion of the throttling losses can be captured as electrical energy stored in a
battery 66 attached to the motor/generator 50 and/or as mechanical energy to be applied to theengine crankshaft 48. The motor/generator 50 can be controlled to operate as a generator when it is desired to charge thebattery 66. This will slow thesupercharger 12, and so is best implemented during vehicle operating conditions when boost is not needed, such as, but not limited to, during vehicle cruising at an engine speed of 1500 revolutions per minute (rpm) and a state-of-charge of thebattery 66 less than a predetermined maximum state-of-charge threshold, allowing additional electric energy to be stored. When the state-of-charge of thebattery 66 reaches a predetermined maximum level, such as but not limited to 100 percent of the charge attainable by thebattery 66, the two-position clutch 57 can be placed in the first position to ground thesun gear member 42. Thesupercharger 12 will then freewheel. Thethrottle 14 can be adjusted by a controller to a position that will maintain the desired air pressure in the engine (downstream of the throttle) as all pressure drops will be across thethrottle 14 when the two-position clutch 57 is in the first position. Alternatively, the clutch 57 can be designed only as a brake to stop the superchargerfirst rotor 26, requiring thebypass 34 to open, allowing air to bypass thesupercharger 12 and flow to thethrottle 14. The motor/generator 50 can be controlled to function as a motor to apply torque to theengine crankshaft 48, thus reducing the state-of-charge of thebattery 66 and using the energy that was recaptured in thebattery 66 via thesupercharger 12. Various sensors can be used to providecrankshaft 48 torque information andbattery 66 state-of-charge data to thecontroller 68. - When the battery state-of-charge then falls to a predetermined minimum level, such as but not limited to 80 percent of the charge attainable by the
battery 66, the two-position clutch 57 can then be moved to the second position and the motor/generator 50 can again be controlled to operate as a generator so that torque is supplied through the planetary gear set 41 from thesupercharger 12 to the motor/generator 50 and converted to electrical energy stored in thebattery 66. When the state-of-charge again reaches the maximum level, the two-position clutch 57 can be moved back to the first position, the motor/generator 50 can operate as a motor to provide torque to thecrankshaft 48, thesupercharger 12 freewheels, and thethrottle 14 can be adjusted to maintain the desired engine air pressure. This hybrid operating mode available during vehicle cruising is depicted schematically inFIG. 7 . When clutch 55 is closed, the motor/generator 50 can thus cycle between functioning as a motor to provide power to theengine crankshaft 48 as indicated by arrow H using the stored energy from the captured throttling losses, and functioning as a generator to recharge thebattery 66 ofFIG. 7 during the cruising mode. Theengine 11 also provides power to thevehicle wheels 60, as indicated by arrow J. - The cycle of controlling the two-position clutch 57, the
throttle 14, and the motor/generator 50 during cruising is illustrated inFIGS. 3-5 .FIG. 3 shows the cycle of charging (positive slope) and dissipating energy (negative slope) in thebattery 66 with the state-of-charge 200 varying between a predetermined minimum level 202 (i.e., a predetermined first level) and a predetermined maximum level 204 (i.e., a predetermined second level) as time progresses.FIG. 4 shows the pressure drop across thethrottle 14 that corresponds with the charging and dissipating of thebattery 66. Thepressure drop 206 across thethrottle 14 is relatively low atlevel 208 when thebattery 66 is charging, as thethrottle 14 is moved to a more open position when some of the total pressure drop is placed across thesupercharger 12. The pressure drop across thethrottle 14 is at a relativelyhigh level 210, with thethrottle 14 being adjusted to a less open position, when thebattery 66 is dissipating as thesupercharger 12 is freewheeling and all pressure drop necessary to maintain the desired engine air pressure is across thethrottle 14. - The
period 218 of the cycle shown inFIG. 3 can be adjusted by controlling the torque load of the motor/generator 50 when operated as a generator to a lower level, thus charging thebattery 66 at a slower rate, or by increasing the range between theminimum level 202 of the state-of-charge and themaximum level 204 of the state-of-charge. The pressure drop 212 across thesupercharger 12 is relatively high atlevel 214 when thebattery 66 is charging, as thethrottle 14 is moved to a more open position when some of the total pressure drop is placed across thesupercharger 12. The pressure drop across thesupercharger 12 is at a relativelylow level 216, with thethrottle 14 being adjusted to a less open position, when thebattery 66 is dissipating as thesupercharger 12 is freewheeling and all pressure drop necessary to maintain the desired engine air pressure is across thethrottle 14. - In another aspect of the present teachings, as an alternative to cycling between a maximum and a minimum state-of-charge of the
battery 66 during vehicle cruising, the motor/generator 50 can be controlled so that the rate of electrical energy regenerated is balanced against the energy used by the vehicle electrical components, keeping the state-of-charge in thebattery 66 relatively constant. The regeneration rate and associated torque drag by the motor/generator 50 can be balanced against torque applied by thesupercharger 12 to theengine crankshaft 48 to avoid or minimize the cyclical charging and dissipating pattern during vehicle cruising. - In lieu of a motor/
generator 50, one or more alternative controllable load devices can be operatively connected at thering gear member 44 or 144B ofFIG. 2 . For example, an accumulator with a hydraulic or pneumatic pump, a slippable friction clutch, or a spring can be operatively connected to thering gear member 44 or 144B and can be controlled to capture throttling loss energy via thesupercharger 12. In the case of an accumulator, the energy can be stored as hydraulic or pneumatic pressure. In the case of a slippable friction clutch, the energy can be converted to heat by slipping the clutch, and can then be captured for use in vehicle heating and cooling systems. The load applied by the motor/generator 50, accumulator, spring, or slipping clutch can also slow thesun gear member connected supercharger 12, and can be controlled to manage air flow into the engine especially at high speeds when there can be excess air flow to the engine. - Additionally, the motor/
generator 50 can be controlled to function as a motor to start the engine when the two-position clutch 57 is placed in the first position to ground thesun gear member FIG. 7 illustrates the engine start-stop mode with arrow H depicting powerflow from the motor/generator 50 to start theengine 11. For example, if theengine 11 is shutoff at a stop light, the motor/generator 50 can be used to restart the engine. Thus, fuel savings can be realized during the period that theengine 11 is shutoff, and restarting the engine can be accomplished with the electric energy generated from recaptured throttling losses. The engine can provide torque to charge the motor/generator 50 through the planetary gear set 41 or 141 when the motor/generator 50 is controlled to function as a generator and the two-position clutch 57 is in the first position to ground thesun gear member 42. - The
crankshaft 48 can provide torque to run thesupercharger 12 through the planetary gear set 41 when a selectivelyengageable dog clutch 79 is engaged to ground thegear member 54 to thestationary member 64, thus also holding thering gear member 44 and the motor/generator 50 stationary. Thedog clutch 79 is also referred to herein as a second clutch. Alternatively, the motor/generator 50 can be held stationary by applying torque to stall the motor/generator 50 through the control of electrical energy to the motor/generator 50. However, thedog clutch 79 can be used to avoid the use of stored electrical energy to hold the motor/generator 50 stationary. Additionally, braking energy can be recaptured in a regenerative braking mode, with torque at thecrankshaft 48 being recaptured as stored energy in thebattery 66 when the motor/generator 50 is controlled to function as a generator and the clutch 55 is engaged. The regenerative braking mode is schematically depicted inFIG. 9 with arrow K representing energy from thewheels 60 to thebattery 66. - The reference numbers used in the drawings and the specification and the corresponding components are as follows:
- 10 assembly
- 11 engine
- 12 supercharger
- 13 vehicle
- 14 throttle
- 15 cylinder
- 16 throttle body
- 18 plenum
- 20 manifold
- 21 air cleaner
- 26 first rotor
- 28 second rotor
- 34 bypass valve
- 35 bypass passage
- 41 planetary gear set
- 42 sun gear member
- 44 ring gear member
- 46 carrier member
- 47 pinion gears
- 48 crankshaft
- 49 belt drive
- 50 motor/generator
- 51 gear
- 52 motor shaft
- 53 gear
- 54 rotatable gear
- 55 engine disconnect clutch
- 57 two-position clutch
- 59 shaft
- 60 wheels
- 61 transmission
- 62 shaft
- 63 motor rotor
- 64A stationary member
- 64B stationary member
- 65 stator
- 66 battery
- 68 controller
- 68A controller
- 68B controller
- 70 inverter
- 74 air inlet
- 78 air outlet
- 79 dog clutch
- 80 vehicle electrical devices
- 81 reaction plate
- 82 belt
- 83A pulley
- 83B pulley
- 83C pulley
- 84 extension
- 85 bearing
- 86 shaft
- 88 shaft
- 89 spring
- 90 spring housing
- 92 friction plate
- 92A first position
- 94 actuator
- 96 coil
- 98 coil support
- 141 compound dual-planetary gear set
- 142A sun gear member
- 142B sun gear member
- 144A ring gear member
- 144B ring gear member
- 146 carrier
- 147A pinion gears
- 147B pinion gears
- 154 rotatable gear
- 200 state-of-charge
- 202 predetermined first minimum level
- 204 predetermined second maximum level
- 206 throttle pressure drop
- 208 low pressure level
- 210 high pressure level
- 212 supercharger pressure drop
- 214 high pressure level
- 216 low pressure level
- 218 period
- While the best modes for carrying out the many aspects of the present teachings have been described in detail, those familiar with the art to which these teachings relate will recognize various alternative aspects for practicing the present teachings that are within the scope of the appended claims.
Claims (21)
1-20. (canceled)
21. An assembly for controlling air flow to an engine having a crankshaft, cylinders and a throttle in a throttle body positioned in air flow to the cylinders, the assembly comprising:
a supercharger having a set of rotors in series with the throttle in the air flow to the engine;
a load device; and
a gear arrangement having a first member operatively connected with the load device, a second member operatively connectable with the crankshaft, and a third member operatively connectable with the supercharger;
wherein the load device is selectively controllable to vary a speed of rotation of the rotors through the gear arrangement to thereby cause the throttle to open so that a pressure drop across the throttle shifts to the rotors, creating torque on the rotors, throttling losses thereby being regenerated.
22. The assembly of claim 21 , further comprising a clutch controllable to move between a first position and a second position, wherein the clutch is operable to ground the third member with a stationary member when in the first position and to operatively connect the third member with the rotors when in the second position so that the torque on the rotors is provided to the load device through the gear arrangement when the clutch is in the second position.
23. The assembly of claim 22 , wherein the clutch is a first clutch, and further comprising:
a second clutch selectively engageable to operatively connect the first member to a stationary member, thereby holding the first member stationary; and
a third clutch selectively engageable to operatively connect the crankshaft with the second member;
wherein at least a portion of the torque on the rotors is applied to the crankshaft through the gear arrangement when the first clutch is in the second position and the second and third clutches are engaged.
24. The assembly of claim 23 , wherein the load device is a motor/generator operable to alternately function as a motor and as a generator; and further comprising:
a controller configured to control the motor/generator to alternatively function as a motor and as a generator;
wherein the motor/generator is controlled by the controller to function as a motor when the first clutch is in the first position, the second clutch is not engaged, and the third clutch is engaged, thereby applying torque to the crankshaft through the gear arrangement to start the engine.
25. The assembly of claim 22 , wherein the clutch is a first clutch, and further comprising:
a second clutch selectively engageable to operatively connect the first member to a stationary member, thereby holding the first member stationary; and
a third clutch selectively engageable to operatively connect the crankshaft with the second member;
wherein the engine thereby drives the supercharger through the gear arrangement when the first clutch is in the second position and the second and third clutches are engaged.
26. The assembly of claim 21 , wherein the load device is a motor/generator operable to selectively function as a motor or as a generator, and further comprising:
a controller configured to control the motor/generator to alternatively function as a motor and as a generator;
a first clutch controllable to move between a first position and a second position, wherein the first clutch is operable to ground the third member with a stationary member when in the first position and to operatively connect the third member with the rotors when in the second position;
a second clutch selectively engageable to operatively connect the first member to a stationary member, thereby holding the first member stationary; and
a third clutch selectively engageable to operatively connect the crankshaft with the second member, the engine driving the supercharger through the gear arrangement to provide engine boost and the controller controlling the motor/generator to vary a speed of the third member to thereby vary the engine boost when the first clutch is in the second position, the third clutch is engaged, and the second clutch is not engaged.
27. The assembly of claim 21 , further comprising:
a first clutch controllable to move between a first position and a second position, wherein the first clutch is operable to ground the third member with a stationary member when in the first position and to connect the third member to rotate with the rotors when in the second position;
a second clutch selectively engageable to operatively connect the first member to a stationary member, thereby holding the first member stationary;
a third clutch selectively engageable to operatively connect the crankshaft with the second member; and
a controller;
wherein the load device is a motor/generator operable, and the controller is configured to control the motor/generator selectively as a motor or as a generator; and
wherein the motor/generator is controlled by the controller to function as a generator when the first clutch is in the first position, the second clutch is not engaged, and the third clutch is engaged to thereby provide torque from the crankshaft through the gear arrangement to the generator in a regenerative braking mode.
28. The assembly of claim 21 , wherein the first member is a ring gear member, the second member is a carrier member, and the third member is a sun gear member.
29. The assembly of claim 28 , wherein the load device is a motor/generator operable to alternately function as a motor and as a generator.
30. The assembly of claim 29 , further comprising:
a controller operatively connected to the motor/generator and configured to control the motor/generator to alternately function as a motor and as a generator; and
a battery operatively connected to the controller and the motor/generator;
wherein the throttle is open and the motor/generator is controlled to function as a generator to convert the torque on the rotors to energy stored in the battery during constant engine speeds when a state-of-charge of the battery reaches a predetermined first level and until the state-of-charge of the battery reaches a predetermined second level higher than the predetermined first level, and the throttle is less open and the motor/generator is controlled to function as a motor to provide torque at the crankshaft when the state-of-charge of the battery reaches the predetermined second level until the state-of-charge of the battery again reaches the predetermined first level.
31. The assembly of claim 29 , further comprising:
a controller operatively connected to the motor/generator and configured to control the motor/generator to alternately function as a motor and as a generator; and
a battery operatively connected to the controller and the motor/generator and configured to store energy converted from the torque on the rotors by the motor/generator when the motor/generator is controlled to function as a generator;
wherein at least one vehicle electrical device is operatively connected to the battery and is configured to receive stored energy from the battery; and
wherein a rate of energy stored in the battery that is converted from the torque at the rotors is equal to the rate of stored energy in the battery received as electrical power by said at least one vehicle electrical device.
32. An assembly for controlling air flow to an engine having a crankshaft, cylinders and a throttle in a throttle body positioned in air flow to the cylinders, the assembly comprising:
a supercharger having a set of rotors in series with the throttle in the air flow to the engine;
a load device; and
a planetary gear arrangement having a first gear arrangement operatively connected with the load device, a second gear arrangement operatively connectable with the crankshaft, and a third gear arrangement operatively connectable with the supercharger;
wherein the load device is selectively controllable to vary a speed of rotation of the rotors through the gear arrangement to thereby cause the throttle to open so that a pressure drop across the throttle shifts to the rotors, creating torque on the rotors, throttling losses thereby being regenerated.
33. The assembly of claim 32 , wherein the first gear arrangement is a ring gear, the second gear arrangement is a carrier gear arrangement and the third gear arrangement is a sun gear.
34. The assembly of claim 32 , wherein the load device is a motor/generator operable to alternately function as a motor and as a generator.
35. The assembly of claim 32 , further comprising a clutch controllable to move between a first position and a second position, wherein the clutch is operable to ground the third gear arrangement with a stationary member when in the first position and to operatively connect the third gear arrangement with the rotors when in the second position so that the torque on the rotors is provided to the load device through the planetary gear arrangement when the clutch is in the second position.
36. The assembly of claim 35 , wherein the clutch is a first clutch, and further comprising:
a second clutch selectively engageable to operatively connect the first gear arrangement to a stationary member, thereby holding the first gear arrangement stationary; and
a third clutch selectively engageable to operatively connect the crankshaft with the second gear arrangement;
wherein the engine thereby drives the supercharger through the planetary gear arrangement when the first clutch is in the second position and the second and third clutches are engaged.
37. An assembly for controlling air flow to an engine having a crankshaft, cylinders and a throttle in a throttle body positioned in air flow to the cylinders, the assembly comprising:
a supercharger having a set of rotors in series with the throttle in the air flow to the engine;
a motor/generator configured to alternately function as a motor and as a generator; and
a planetary gear arrangement having a ring gear arrangement operatively connected with the load device, a carrier gear arrangement operatively connectable with the crankshaft, and a sun gear arrangement operatively connectable with the supercharger;
wherein the load device is selectively controllable to vary a speed of rotation of the rotors through the planetary gear arrangement to thereby cause the throttle to open so that a pressure drop across the throttle shifts to the rotors, creating torque on the rotors, throttling losses thereby being regenerated.
38. The assembly of claim 37 , further comprising a clutch controllable to move between a first position and a second position, wherein the clutch is operable to ground the sun gear arrangement with a stationary member when in the first position and to operatively connect the sun gear arrangement with the rotors when in the second position so that the torque on the rotors is provided to the load device through the planetary gear arrangement when the clutch is in the second position.
39. The assembly of claim 38 , wherein the clutch is a first clutch, and further comprising:
a second clutch selectively engageable to operatively connect the ring gear arrangement to a stationary member, thereby holding the ring gear arrangement stationary; and
a third clutch selectively engageable to operatively connect the crankshaft with the carrier gear arrangement;
wherein the engine thereby drives the supercharger through the planetary gear arrangement when the first clutch is in the second position and the second and third clutches are engaged.
40. The assembly of claim 39 , further comprising:
a controller configured to control the motor/generator.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US15/392,741 US20170204781A1 (en) | 2011-09-30 | 2016-12-28 | Supercharger assembly for regeneration of throttling losses and method of control |
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US201261683939P | 2012-08-16 | 2012-08-16 | |
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US201414348303A | 2014-03-28 | 2014-03-28 | |
US15/392,741 US20170204781A1 (en) | 2011-09-30 | 2016-12-28 | Supercharger assembly for regeneration of throttling losses and method of control |
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US14/348,303 Continuation US9534531B2 (en) | 2011-09-30 | 2012-09-28 | Supercharger assembly for regeneration of throttling losses and method of control |
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US15/392,741 Abandoned US20170204781A1 (en) | 2011-09-30 | 2016-12-28 | Supercharger assembly for regeneration of throttling losses and method of control |
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US14/348,303 Active 2033-03-18 US9534531B2 (en) | 2011-09-30 | 2012-09-28 | Supercharger assembly for regeneration of throttling losses and method of control |
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Also Published As
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US9534531B2 (en) | 2017-01-03 |
CN103029706A (en) | 2013-04-10 |
US20140224228A1 (en) | 2014-08-14 |
WO2013049435A1 (en) | 2013-04-04 |
CN202944329U (en) | 2013-05-22 |
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