WO2009136994A1 - Système de compresseur de suralimentation pour un fonctionnement hybride arrêt/marche d'un moteur à combustion interne - Google Patents

Système de compresseur de suralimentation pour un fonctionnement hybride arrêt/marche d'un moteur à combustion interne Download PDF

Info

Publication number
WO2009136994A1
WO2009136994A1 PCT/US2009/002364 US2009002364W WO2009136994A1 WO 2009136994 A1 WO2009136994 A1 WO 2009136994A1 US 2009002364 W US2009002364 W US 2009002364W WO 2009136994 A1 WO2009136994 A1 WO 2009136994A1
Authority
WO
WIPO (PCT)
Prior art keywords
supercharger
engine
clutch
generator
motor
Prior art date
Application number
PCT/US2009/002364
Other languages
English (en)
Inventor
Malcolm J. Grieve
Russell H. Bosch
Original Assignee
Delphi Technologies, Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Technologies, Inc filed Critical Delphi Technologies, Inc
Priority to EP09742981.5A priority Critical patent/EP2286069A4/fr
Priority to US12/557,913 priority patent/US20100263375A1/en
Publication of WO2009136994A1 publication Critical patent/WO2009136994A1/fr

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
    • 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
    • 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
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • 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 supercharging systems for internal combustion engines; more particularly, to such a system that may be driven by a starter/motor/generator and an energy storage device such as a battery at low engine speeds, or by the engine at high engine speeds; and most particularly, to such a system that may be selectively decoupled from the engine to permit continued electric operation of other components such as an A/C compressor when the engine is shut off.
  • Typical prior art internal combustion engines employ a starter motor to crank and start the engine and a separate generator or alternator to recharge the battery and power electric accessories.
  • An integration of these functions into one electric machine is now offered by some automotive OEMs, known in the art as an Integrated Starter Generator (ISG).
  • ISG Integrated Starter Generator
  • BAS Belt Alternator Starter
  • Some prior art ICE systems also mount an air conditioning compressor on the accessory drive. With a clutch and/or variable stroke mechanism, the air i conditioning load can be satisfied under widely varying engine speeds.
  • Turbochargers are essentially exhaust-driven superchargers, which are attractive in terms of the cost and efficiency of powering the compressor.
  • turbochargers are not well matched to engine needs in the sense that the powering exhaust temperature and flow tends to be insufficient at low engine speeds (where more boost would be useful for emissions and driveability) and excessive at high engine speeds. Trying to compensate for these deficiencies gives rise to use of waste gates, variable geometry devices, and even multi-staged boosting, adding considerable cost and complexity.
  • HCCI Homogeneous Charge Compression Ignition
  • CNG Compressed Natural Gas
  • Component suppliers have developed prototype electric superchargers and prototype turbochargers with integral high speed electric motor/generators; however, none of these have been introduced into volume production.
  • Hybrid electric vehicles are also experiencing significant interest in the automotive industry, with stop/start "mild” hybrids becoming standard architecture for many OEMs.
  • Toyota® sold a mild hybrid system in their domestic (Japan) market from approximately 2001 to 2006. This system was intended as a limousine/taxicab and its stop/start enabled much improve fuel economy in congested traffic duty cycles.
  • the system included a clutched accessory drive with the alternator upgraded to a 42/36-volt starter/motor/generator, power steering, and A/C compressor, which could be operated from a battery with the engine off, to maintain power steering and A/C operation.
  • This system did not include a supercharger or turbocharger on the secondary belt drive.
  • a stop/start hybrid supercharger system in accordance with the invention comprises a secondary drive element such as a belt, chain, or direct coupling that is operationally connected to the crankshaft of an internal combustion engine.
  • the secondary drive element may be operationally connected to the front of the engine (for example, via an accessory drive element or directly on the front of the crankshaft) or to the rear of the engine (for example, geared to the flywheel or to a rotating element synchronized to the output shaft of the engine or to input shaft to the transmission).
  • the secondary drive element may be driven by a primary drive element such as a primary belt, pulley or chain via an active clutch, preferably a two- speed clutch wherein the second (higher) speed is active and wherein the first (lower) speed is optionally passive via a so-called overrunning clutch.
  • a primary drive element such as a primary belt, pulley or chain
  • an active clutch preferably a two- speed clutch wherein the second (higher) speed is active and wherein the first (lower) speed is optionally passive via a so-called overrunning clutch.
  • the system includes a low-inertia starter/motor/generator having a wide speed range, coupled to the secondary drive element, and a supercharger driven by the starter/motor/generator, either directly (preferred) or via an intermediate linkage as described below.
  • the starter/motor/generator may be electric, hydraulic, or pneumatic but is electric in a presently-preferred embodiment.
  • the supercharger may be a turbo-compressor (centrifugal, axial or mixed flow), "Roots" blower, twin screw “Lysholm” compressor, scroll compressor etc.. In the case of the turbo- compressor, a gear or traction drive must be used to boost from accessory drive speed to compressor shaft speed.
  • the system also includes one or more rechargeable energy storage devices, such as an electric battery, ultracapacitor, or hydraulic or pneumatic accumulator (a battery in the presently preferred electric embodiment) and optionally additional accessory devices such as a mechanical A/C compressor, hydraulic power steering pump, and hydraulic or vacuum pump for power brakes and an air compressor.
  • rechargeable energy storage devices such as an electric battery, ultracapacitor, or hydraulic or pneumatic accumulator (a battery in the presently preferred electric embodiment) and optionally additional accessory devices such as a mechanical A/C compressor, hydraulic power steering pump, and hydraulic or vacuum pump for power brakes and an air compressor.
  • additional accessory devices such as a mechanical A/C compressor, hydraulic power steering pump, and hydraulic or vacuum pump for power brakes and an air compressor.
  • the single starter/motor/generator may operate all the apparatus in the supercharger system, thus saving the cost, weight, and complexity of providing separate motors for each item.
  • the secondary drive element is coupled to the engine by closing the active clutch to allow the engine to be started by the starter/motor/generator.
  • This supplies modestly compressed air to the ICE from the supercharger driven by the starter/motor/generator, thereby increasing the temperature of the air and improving the volumetric efficiency of the ICE.
  • the accessory drive can be operated mechanically by the crankshaft or electrically by the starter/motor/generator.
  • the HVAC can operate with enhanced cooling performance by temporarily running the A/C compressor electrically and thus at a higher speed relative to the engine when the engine is operating at low speed.
  • the A/C compressor can also be operated mechanically at a high engine speed when the active clutch is engaged.
  • the starter/motor/generator draws power from the battery to drive the secondary drive element which drives the supercharger at high speed, providing high engine boost during initial acceleration from idle. This is markedly superior to the boost provided by prior art engine-coupled superchargers and/or turbochargers.
  • the active clutch During a continued peak acceleration, the active clutch must be closed in order to transition from electric power to full or partial mechanical power for the supercharger. This is because at a certain predetermined engine speed, the starter/motor/generator has insufficient power capacity to provide the full engine boost. At engine speeds above this point, the starter/motor/generator may be used as a generator, to supply electrical loads and recharge the battery, and the supercharger and A/C compressor may be fully driven by the engine. In a transient condition or where the energy store is over-full relative to a target level, the supercharger and other accessories may continue to be partially powered by the starter/motor/generator to supplement the torque of the engine.
  • the clutch is preferably a two-speed clutch that allows the secondary drive element to operate at a first (substantially lower) speed ratio. This serves at a minimum to reduce the parasitic losses of the bypassing and freewheeling supercharger to a low level. It may also allow a modest amount of energy recovery by allowing the supercharger to act as an expander.
  • the motor/generator can set the speed of the supercharger independently of the engine, or, with typically higher accessory loads, the over-running clutch engages to keep the accessories running at a desired minimum speed ratio, relative to the engine.
  • this allows exhaust gas recirculation and evaporative canister purge to function.
  • it may be useful to operate the intake at an increased level of vacuum for a period of time after cold start to improve the vaporization of fuel (with a beneficial effect on emissions and driveability).
  • energy recovery from using the supercharger as an expander in cruise and idle conditions may reduce cruise fuel consumption.
  • the clutch is returned to the second (higher) speed to enable maximum regenerative and engine braking.
  • stop/start mode of vehicle operation when the vehicle is stopped, the engine is shut down. The clutch is opened, allowing the peripheral functions such as HVAC to continue to operate via battery power, which is particularly useful in hot or cold climates.
  • Single electric machine allows single power electronics with relatively low power level (2-5 kW) typical for a light duty passenger vehicle (or modestly higher for a commercial system) because supercharging power requirement at higher engine speeds is met by mechanical linkage to the engine.
  • FIG. 1 is a schematic drawing of a first embodiment in accordance with the present invention
  • FIG. 2 is a schematic drawing of a second embodiment in accordance with the present invention.
  • Corresponding reference characters indicate corresponding parts throughout the several views.
  • the exemplification set out herein illustrates one preferred embodiment of the invention, in one form, and such exemplification is not to be construed as limiting the scope of the invention in any manner.
  • a stop/start hybrid supercharger system 10 in accordance with the present invention comprises a secondary drive element 12 such as a belt, chain, or direct coupling that is operationally connected to the crankshaft 14 of an internal combustion engine 16.
  • Secondary drive element 12 may be driven directly via a clutch 18 to permit automatic selective drive of the secondary drive element 12 by the engine crankshaft above a predetermined minimum engine speed.
  • clutch 18 comprises at least an active (on/off) clutch, and preferably also a passive (so-called "over-running") clutch.
  • clutch 18 is mounted directly on the end of crankshaft 14, along with a pulley damper 20 for driving a primary drive element 22 such as a primary belt or chain at a fixed ratio to engine speed.
  • clutch 18 is mounted for being driven by primary drive element 22.
  • An “over-running” clutch refers to a clutch between two rotatable elements that latches and unlatches with relative rotation of the input and output elements. If the input element (in the present case connected to engine 16 either directly as in FIG. 1 or via primary drive element in FIG. 2) is at the speed of the output element (connected to supercharger secondary drive element 12) the clutch latches. If the engine is turning slower than secondary drive element 12, the clutch freewheels, allowing secondary drive element 12 to run faster than synchronous with engine 16.
  • an additional, on/off clutch is required (also referred to herein as an "active" clutch).
  • the two clutches are not in series but may be on different elements of a planetary gear set, as is known in the prior art.
  • the term "primary” should be taken to mean comprising apparatus 24 either necessary to the functioning of the engine or which needs to rotate at a fixed ratio to the engine speed, e.g., a water pump.
  • “Secondary” should be taken to mean comprising apparatus either non-essential to the functioning of the engine or which needs to rotate at a speed independent of engine speed, e.g., supercharger 26, A/C compressor 28, or power steering (not shown) and power brakes (not shown) which may be optionally included in system 10.
  • System 10 further includes a low-inertia starter/motor/generator 30 having a wide speed range, coupled to the secondary drive element 12.
  • Supercharger 26 is driven by starter/motor/generator 30, either directly (preferred) or via an intermediate linkage such as an additional belt (not shown). If supercharger 26 includes a turbo- compressor, a high-speed transmission 32 may be inserted between starter/motor/generator 30 and supercharger 26.
  • the starter/motor/generator 30 may be electric, hydraulic, or pneumatic but is electric in a presently-preferred embodiment.
  • the system also includes an energy storage device 34, such as a battery, ultracapacitor, hydraulic or pneumatic accumulator, or combinations thereof.
  • Clutch 18, having 2 speeds (active, plus passive over-running) selectively operates in the following modes: l . at a fixed multiple of engine speed (when the engine is "ON” and the overrunning clutch latches), for example when the engine is in "cruise” mode.
  • the second embodiment 10 shown in FIG. 2 packages these devices on the primary drive element 22 of the engine 16.
  • the simplest short term integration is to mount the starter/motor/generator 30, A/C compressor 28, supercharger 26, and a belt tensioner 25 on secondary drive element 12.
  • the two- speed, overrunning clutch 18 can latch, lock, or freewheel according to the operating conditions with primary drive element 22 that is linked to crankshaft 14 and any other accessories 24 that remain (such as the water pump, power steering pump, cooling fan etc.).
  • the supercharger device 26 may be a turbo-compressor (centrifugal, axial, or mixed flow, i.e. the cold side of a turbocharger) or a Roots blower, or scroll or Lysholm compressor.
  • a high ratio drive 32 is required to spin the compressor at a very high speed (compared to the secondary drive element 12). This may be with a gear set or a roller traction drive. In the case of the other supercharger technologies, a more moderate step up drive may be used or the device may run at the same speed as its secondary drive.
  • the system has a large cost benefit, by using a single starter/motor/generator 30 (and associated controls) to do multiple functions.
  • this starter/motor/generator 30 can provide:
  • the system has a number of secondary benefits that may not be obvious: Engine Starting: By supercharging the engine during cranking, the engine is provided with air that is compressed relative to atmospheric and thus does negative pumping work (with the ICE acting as an expander), thereby reducing the torque that must be transmitted via the active clutch.
  • the boosted air also is warmed by adiabatic compression, improving the ability of the engine to start in cold weather conditions wherein fuel vaporization rate is often a limiting factor.
  • the speed of the starter/motor/generator 30 is relatively high, allowing a beneficial compromise between the design of a starter motor (which tends to be heavy in the prior art in order to produce high torque at very low motor speeds) and a lighter, high-speed lower-torque machine for the generator, hybrid electric, engine boosting, and electric air conditioning functions.
  • a starter motor which tends to be heavy in the prior art in order to produce high torque at very low motor speeds
  • starting may still be performed conventionally with a separate starter motor independent of the supercharger system.
  • a separate starter motor independent of the supercharger system.
  • the required power level of the starter/motor/generator 30 is consistent with the requirements for the other functions.
  • the supercharger system can be substantially or 100% mechanically driven via the drive system and the active clutch.
  • a relatively small electric machine for example approximately 3 kW
  • the much higher power level required for supercharger boosting for example > 15 kW
  • some prior art electric superchargers use a dedicated electric motor to try to cover the entire range of demanded boost, which motor is then either too low in power to have any impact except at low engine RPM or too large and expensive to be practical.
  • Normal (unboosted) driving In normal cruise operation, the active clutch is "open" and over-running clutch 18 may latch providing a minimum speed ratio for the accessories of system 10 relative to the ICE. This reduces the parasitics of operating the accessories fast (at light load or stand-by conditions) as is the case with prior art accessory arrangements. For example, many aftermarket supercharged ICE systems are driven at fixed ratio to the engine speed. Under low load conditions, a by-pass valve short circuits the supercharger (relieving the pressure), but the supercharger still rotates at high speed (at a fixed multiple of engine speed) such that some mechanical and pneumatic losses continue. The present system rotates the supercharger at a much lower speed, such that these losses are much reduced.
  • the supercharger may actually act as an expander, recovering a small but useful amount of energy which would otherwise be lost in throttling the engine with a conventional throttle valve.
  • the speed can be determined by the latched over-running clutch or by the torque balance of the accessory load
  • Regenerative braking By switching to the high relative speed (using the second high speed clutch), the starter/motor/generator 30 can provide a high level of regenerative braking, even at relatively low engine speeds.
  • the pneumatic load of the supercharger also contributes to the braking power. This reduces the wear on brakes and reduces the level of vacuum in the intake manifold (which can be problematic in terms of oil consumption, particularly for diesel engines).
  • a pneumatic accumulator this pneumatic energy may also be stored for future use in engine starting and/or transient boosting.
  • While the present supercharger system 10 is very capable in terms of performance, fuel efficiency and emissions compliance, some applications may use both system 10 as described and a turbocharger (not shown). In such cases, the ability to variably boost the engine at low RPM allows the turbocharger be biased towards high speed/high power driving conditions. It also should allow the cost, complexity, and losses associated with variable geometry turbocharger actuation to be substantially reduced while still providing high levels of boost in transient conditions with "lag" controllable to a small fraction of a second. The overall result is to offer a range of solutions that can be applied to relatively small displacement engines, thereby avoiding the historical marketing logic of offering several optional higher-displacement engines which tend to be less fuel efficient. For example, a standard engine/vehicle system might be a start-stop hybrid without supercharging, and the novel system disclosed herein would cover the up-option supercharged system as well as the most capable and efficient stop/start supercharged and turbocharged embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

Cette invention se rapporte à un système de compresseur de suralimentation destiné à alimenter en air comprimé un moteur à combustion interne, qui comprend un compresseur de suralimentation ; un embrayage actif relié de manière opérationnelle au moteur, qui peut être ouvert et fermé de façon sélective ; un moteur/générateur relié de manière opérationnelle au compresseur de suralimentation ; un dispositif de stockage d'énergie relié de manière opérationnelle au moteur/générateur ; et un élément d'entraînement secondaire qui relie le compresseur de suralimentation, l'embrayage et le moteur/générateur de manière à permettre la rotation synchrone de celui-ci, l'embrayage étant disposé directement sur le vilebrequin du moteur ou sur un élément d'entraînement d’accessoire primaire du moteur. D'autres dispositifs tels qu'un compresseur HVAC peuvent être inclus de manière facultative sur l'élément d'entraînement secondaire. Pour les faibles vitesses de rotation du moteur, le compresseur de suralimentation est alimenté par le moteur/générateur ; pour les vitesses de rotation du moteur élevées, il est alimenté par le moteur.
PCT/US2009/002364 2008-05-06 2009-04-15 Système de compresseur de suralimentation pour un fonctionnement hybride arrêt/marche d'un moteur à combustion interne WO2009136994A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09742981.5A EP2286069A4 (fr) 2008-05-06 2009-04-15 Systeme de compresseur de suralimentation pour un fonctionnement hybride arret/marche d'un moteur a combustion interne
US12/557,913 US20100263375A1 (en) 2009-04-15 2009-09-11 Twin-Charged Boosting System for Internal Combustion Engines

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US12662608P 2008-05-06 2008-05-06
US61/126,626 2008-05-06

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US12/557,913 Continuation-In-Part US20100263375A1 (en) 2009-04-15 2009-09-11 Twin-Charged Boosting System for Internal Combustion Engines

Publications (1)

Publication Number Publication Date
WO2009136994A1 true WO2009136994A1 (fr) 2009-11-12

Family

ID=41264860

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2009/002364 WO2009136994A1 (fr) 2008-05-06 2009-04-15 Système de compresseur de suralimentation pour un fonctionnement hybride arrêt/marche d'un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP2286069A4 (fr)
WO (1) WO2009136994A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2478543A (en) * 2010-03-09 2011-09-14 Gm Global Tech Operations Inc System for powering a hybrid vehicle
US9080503B2 (en) 2009-12-08 2015-07-14 Hydracharge Llc Hydraulic turbo accelerator apparatus
DE102014108719A1 (de) 2014-06-23 2015-12-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Antreiben eines Hybridfahrzeuges und Antriebsstrang für ein Hybridfahrzeug
US9534532B2 (en) 2011-09-30 2017-01-03 Eaton Corporation Supercharger assembly with two rotor sets
US9534531B2 (en) 2011-09-30 2017-01-03 Eaton Corporation Supercharger assembly for regeneration of throttling losses and method of control
US9751411B2 (en) 2012-03-29 2017-09-05 Eaton Corporation Variable speed hybrid electric supercharger assembly and method of control of vehicle having same
EP2634410A4 (fr) * 2010-10-29 2018-03-21 Isuzu Motors, Ltd. Système de moteur
US10082070B2 (en) 2010-12-08 2018-09-25 Hydracharge Llc High performance turbo-hydraulic compressor
US10125698B2 (en) 2013-03-12 2018-11-13 Eaton Intelligent Power Limited Adaptive state of charge regulation and control of variable speed hybrid electric supercharger assembly for efficient vehicle operation
CN114056130A (zh) * 2020-08-09 2022-02-18 广州汽车集团股份有限公司 一种电动增压器保护方法、系统及汽车
US11591952B2 (en) 2012-05-21 2023-02-28 Hydracharge Llc High performance turbo-hydraulic compressor

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4802457A (en) * 1985-10-14 1989-02-07 Svenska Rotor Maskiner Ab Internal combustion engine provided with a supercharger
US4848086A (en) * 1986-11-19 1989-07-18 Honda Giken Kogyo Kabushiki Kaisha Boost pressure control method for a supercharged internal combustion engine
US5529549A (en) * 1994-09-21 1996-06-25 Moyer; David F. Hybrid internal combustion engine
US6082340A (en) * 1998-03-18 2000-07-04 Heimark; Charles L. Two-speed supercharger
US7051824B1 (en) * 2003-11-03 2006-05-30 Accessible Technologies, Inc. Supercharged motorcycle
US20060174624A1 (en) * 2003-01-04 2006-08-10 Tony Grabowski Hydrogen fuelled hybrid powertrain and vehicle
US20060180130A1 (en) * 2005-02-14 2006-08-17 St James David Motor assisted mechanical supercharging system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19529740A1 (de) * 1995-08-12 1997-02-13 Bayerische Motoren Werke Ag Brennkraftmaschine mit einer elektrischen Anlaßeinrichtung
JPH11173154A (ja) * 1997-12-09 1999-06-29 Tochigi Fuji Ind Co Ltd 機械式過給機
RU2338900C2 (ru) * 2003-02-17 2008-11-20 ДРАЙВТЕК (ЮКэй) ЛИМИТЕД Нагнетатель воздуха для автотранспортных средств
GB0616127D0 (en) * 2006-08-14 2006-09-20 Nexxtdrive Ltd A method of operating a supercharger

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4802457A (en) * 1985-10-14 1989-02-07 Svenska Rotor Maskiner Ab Internal combustion engine provided with a supercharger
US4848086A (en) * 1986-11-19 1989-07-18 Honda Giken Kogyo Kabushiki Kaisha Boost pressure control method for a supercharged internal combustion engine
US5529549A (en) * 1994-09-21 1996-06-25 Moyer; David F. Hybrid internal combustion engine
US6082340A (en) * 1998-03-18 2000-07-04 Heimark; Charles L. Two-speed supercharger
US20060174624A1 (en) * 2003-01-04 2006-08-10 Tony Grabowski Hydrogen fuelled hybrid powertrain and vehicle
US7051824B1 (en) * 2003-11-03 2006-05-30 Accessible Technologies, Inc. Supercharged motorcycle
US20060180130A1 (en) * 2005-02-14 2006-08-17 St James David Motor assisted mechanical supercharging system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP2286069A4 *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9080503B2 (en) 2009-12-08 2015-07-14 Hydracharge Llc Hydraulic turbo accelerator apparatus
GB2478543A (en) * 2010-03-09 2011-09-14 Gm Global Tech Operations Inc System for powering a hybrid vehicle
EP2634410A4 (fr) * 2010-10-29 2018-03-21 Isuzu Motors, Ltd. Système de moteur
US10082070B2 (en) 2010-12-08 2018-09-25 Hydracharge Llc High performance turbo-hydraulic compressor
US9534532B2 (en) 2011-09-30 2017-01-03 Eaton Corporation Supercharger assembly with two rotor sets
US9534531B2 (en) 2011-09-30 2017-01-03 Eaton Corporation Supercharger assembly for regeneration of throttling losses and method of control
US9751411B2 (en) 2012-03-29 2017-09-05 Eaton Corporation Variable speed hybrid electric supercharger assembly and method of control of vehicle having same
US11591952B2 (en) 2012-05-21 2023-02-28 Hydracharge Llc High performance turbo-hydraulic compressor
US10125698B2 (en) 2013-03-12 2018-11-13 Eaton Intelligent Power Limited Adaptive state of charge regulation and control of variable speed hybrid electric supercharger assembly for efficient vehicle operation
US10934951B2 (en) 2013-03-12 2021-03-02 Eaton Intelligent Power Limited Adaptive state of charge regulation and control of variable speed hybrid electric supercharger assembly for efficient vehicle operation
DE102014108719A1 (de) 2014-06-23 2015-12-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Antreiben eines Hybridfahrzeuges und Antriebsstrang für ein Hybridfahrzeug
CN114056130A (zh) * 2020-08-09 2022-02-18 广州汽车集团股份有限公司 一种电动增压器保护方法、系统及汽车
CN114056130B (zh) * 2020-08-09 2023-07-07 广州汽车集团股份有限公司 一种电动增压器保护方法、系统及汽车

Also Published As

Publication number Publication date
EP2286069A1 (fr) 2011-02-23
EP2286069A4 (fr) 2014-05-28

Similar Documents

Publication Publication Date Title
WO2009136994A1 (fr) Système de compresseur de suralimentation pour un fonctionnement hybride arrêt/marche d'un moteur à combustion interne
US20100263375A1 (en) Twin-Charged Boosting System for Internal Combustion Engines
US8196686B2 (en) Supercharged hybrid input differential engine system
US6338391B1 (en) Hybrid vehicles incorporating turbochargers
US9777620B2 (en) Turbocompound scheme, in particular in the field of industrial vehicles
US7849840B2 (en) Electric motor assisted mechanical supercharging system
US7637250B2 (en) Gasoline engine system using variable direct ethanol injection and engine shutdown
US20070149336A1 (en) Arrangement at an internal combustion engine
US8151773B2 (en) Engine with belt/alternator/supercharger system
US20140208745A1 (en) Control strategy for an engine
US20060032225A1 (en) Super-turbocharger
US20070151241A1 (en) Electric boost compressor and turbine generator system
US20060180130A1 (en) Motor assisted mechanical supercharging system
JP6104371B2 (ja) スーパーチャージャー・アセンブリ
US20050133284A1 (en) Dual engine electirc drive system
WO2009090422A2 (fr) Véhicule aérien hybride
US10513973B2 (en) Method and system for engine control
Turner et al. SuperGen on ultraboost: variable-speed centrifugal supercharging as an enabling technology for extreme engine downsizing
JP2011214418A (ja) ターボ過給機付きディーゼルエンジンの制御装置
US10975790B2 (en) Systems and methods for controlling boost during an engine cold start
JPH11311123A (ja) 内燃機関の過給及びエネルギ回収装置
Mohon et al. Development of a 48 V P0 demonstration vehicle with eBooster® air charging
JP5397291B2 (ja) ターボ過給機付きエンジンの始動制御装置
King et al. Electrification of a downsized boosted gasoline engine
WO2017149303A1 (fr) Groupe motopropulseur de véhicule

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09742981

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2009742981

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: DE