Assessment of supercharging boosting component for heavily downsized gasoline engines

Romagnoli, Alessandro; Wan-Salim, W.S.-I.; Gurunathan, Balamurugan A.; Martinez-Botas, Ricardo; Turner, J. W. G.; Luard, N.; Jackson, Robert; Matteucci, Luigi; Copeland, Colin; Akehurst, Sam; Lewis, Andrew; Brace, Chris

doi:10.1533/978081000342.13

Cited by 11 publications

(10 citation statements)

References 6 publications

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“…If the literature [28][29][30][31][32][33] is compared with the e-boosting configuration, it seems that there will be an additional potential benefit of the e-boosting device if the drive motor of the compressor is run in the 'generator mode'. This is realised in the following scenarios:…”

Section: E-boosting Technologymentioning

confidence: 99%

Progress and recent trends in 48 V hybridisation and e-boosting technology on passenger vehicles – a review

Chen²,

Zhan³

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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Electrification of the powertrain system will play an important role in reducing fuel consumption and engine-out emissions in the next few decades. Compared to the pure electric and full hybrid concept, 48 V mild hybridisation and the accompanying 48 V e-boosting concept, due to their superior cost-benefit performance, may become mainstream for the next generation of fuel reduction measures. The mild hybrid system can realise advanced stop-start, active and passive engine-off coasting, braking recuperation, boost assistance, e-creeping and torque vectoring functions, and is thus deemed to give approximately 10-15% fuel consumption benefits in the New European Driving Cycle (NEDC); and the e-boosting concept, due to its capability for further downsizing and down-speeding, allows the engine operating points to be shifted into a more efficient area. A strong synergy between 48 V mild hybridisation and the 48 V e-boosting concept has been found after reviewing both technologies, and the trends for developing such a combined electrical system are also discussed. Together with more engine and vehicle component electrification, fuel efficiency could be further improved, although the interactions between these technologies are highly complex and need to be optimised at a system level.

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Section: E-boosting Technologymentioning

confidence: 99%

Progress and recent trends in 48 V hybridisation and e-boosting technology on passenger vehicles – a review

Chen²,

Zhan³

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

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“…However, the isentropic efficiency of a compressor in its expansion mode drops significantly to approximately 45%, as seen in Figure 19. 86 Turner et al 84 claimed that in simulations (although the later test results were not realistic 85 ), by placing the supercharger at the high stage of a compound-charging system and over-compressing the turbocharger system by further closing the wastegate while using the supercharger as an expander to reduce the boost pressure after the supercharger to that required, some BSFC benefits are obtained as some of the otherwise wasted exhaust energy can be reclaimed directly from the supercharger to the engine. The combustion efficiency can also be increased as the intake manifold temperature was reduced by the ‘expansion effect’; this may enable advancement of the spark timing to occur depending on the increase in the residual gas fraction which results from the higher exhaust back pressure.…”

Section: Potential Trends For Mechanically Supercharging a Passenger mentioning

confidence: 99%

“…Total-to-total isentropic efficiency of the supercharger operating as a compressor and expander. 86 TT: total-to-total; SC: supercharger; rpm: r/min. Turner et al 49 described the performance of the SuperGen device on an extremely downsized gasoline engine (Ultraboost in Table 1, with a DF of 60%) compared with a fixed-ratio positive-displacement counterpart (the Eaton TVS R410 used in the original development of this engine 10 ).…”

Section: Improvement In the Transient Driveabilitymentioning

confidence: 99%

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Observations on and potential trends for mechanically supercharging a downsized passenger car engine:a review

Turner

Akehurst

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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Engine downsizing is a proven approach for achieving a superior fuel efficiency. It is conventionally achieved by reducing the swept volume of the engine and by employing some means of increasing the specific output to achieve the desired installed engine power, usually in the form of an exhaust-driven turbocharger. However, because of the perceptible time needed for the turbocharger system to generate the required boost pressure, a characteristic of turbocharged engines is their degraded driveability in comparison with those of their naturally aspirated counterparts. Mechanical supercharging refers to the technology that compresses the intake air using the energy taken directly from the engine crankshaft. It is anticipated that engine downsizing which is realised either solely by a supercharger or by a combination of a supercharger and a turbocharger will enhance a vehicle's driveability without significantly compromising the fuel consumption at an engine level compared with the downsizing by turbocharging. The capability of the supercharger system to eliminate the high exhaust back pressure, to reduce the pulsation interference and to mitigate the surge issue of a turbocharged engine in a compound-charging system offsets some of the fuel consumption penalty incurred in driving the supercharger. This, combined with an optimised down-speeding strategy, can further improve the fuel efficiency performance of a downsized engine while still enhancing its driveability and performance at a vehicle level. This paper first reviews the fundamentals and the types of supercharger that are currently used, or have been used, in passenger car engines. Next, the relationships between the downsizing, the driveability and the down-speeding are introduced to identify the improved synergies between the engine and the boosting machine. Then, mass production and prototype downsized supercharged passenger car engines are briefly described, followed by a detailed review of the current stateof-the-art supercharging technologies that are in production as opposed to the approaches that are currently only being investigated at a research level. Finally, the trends for mechanically supercharging a passenger car engine are discussed, with the aim of identifying potential development directions for the future. Enhancement of the low-end torque, improvement in the transient driveability and reduction in low-load parasitic losses are the three main development directions for a supercharger system, among which the adoption of a continuously variable transmission to decouple the supercharger speed from the engine speed, improvement of the compressor isentropic and volumetric efficiency and innovation of the supercharger mechanism seem to be the potential trend for mechanically supercharging a passenger car engine.

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“…Currently, most of the supercharged passenger car gasoline engines are fitted with a fixed-ratio positive-displacement device, among which the Volkswagen 1.4 TSI, 7 Volvo T6 8,9 and Ultraboost 1,10–13 are three examples that are using both a turbocharger and a supercharger (all are Eaton type) to provide all the necessary boost. They have all demonstrated better performance compared to a similar-size turbocharged rival.…”

Section: Introductionmentioning

confidence: 99%

Experimental analysis of the V-Charge variable drive supercharger system on a 1.0 L GTDI engine

Akehurst

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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A compound charging system that pairs a turbocharger with a supercharger seems to be a potential trend for future passenger car gasoline engines, as the strength of both could be enhanced and the deficiencies of each could be offset. The use of a fixed-ratio positive-displacement supercharger system on a downsized turbocharged gasoline engine has already appeared on the market. Although such systems can achieve enhanced low-end torque and improved transient response, several challenges still exist. An alternative solution to the fixed-ratio positive-displacement supercharger is the V-Charge variable ratio centrifugal supercharger. This technology utilizes a Torotrak continuously variable transmission (CVT) coupled to a centrifugal compressor for near silent boosting. With a wide ratio spread of 10:1 and rapid rate of ratio change, the compressor speed can be set independently of the engine speed to provide an exact boost pressure for the required operating points, without the need to recirculate the air through a bypass valve. A clutch and an active bypass valve can also be eliminated, due to the CVT capability to down-speed, thus improving the noise vibration and harshness performance. This paper will, for the first time, present and discuss the V-Charge technology optimization and experimental validation on a 1.0 L GTDI engine to achieve a better brake specific fuel consumption and transient response over the turbo-only and the fixed-ratio positive-displacement supercharger solution. The potential for the V-Charge system to increase the low-end torque and enable a down-speeding strategy is also discussed.

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Assessment of supercharging boosting component for heavily downsized gasoline engines

Cited by 11 publications

References 6 publications

Progress and recent trends in 48 V hybridisation and e-boosting technology on passenger vehicles – a review

Progress and recent trends in 48 V hybridisation and e-boosting technology on passenger vehicles – a review

Observations on and potential trends for mechanically supercharging a downsized passenger car engine:a review

Experimental analysis of the V-Charge variable drive supercharger system on a 1.0 L GTDI engine

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