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

Hu, Bo; Akehurst, Sam; Lu, Pengfei; Millwood, Darren; Copeland, Colin; Chappell, Edward; Freitas, Andrew De; Shawe, James; Burtt, Dave

doi:10.1177/0954407017730464

Cited by 8 publications

(9 citation statements)

References 31 publications

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“…The transmission for the super-turbocharger is made up of overdrive, the CVT and another overdrive. The transmission is about the same of the Torotrack V-Charge [55], with differences the different speed ratios for the first and last overdrives, and the fact that the Torotrack V-Charge connects a compressor shaft to the crankshaft, and the super-turbocharger in this paper connects a turbocharger shaft to the crankshaft. As written before, thanks to a different external overdrive, the Torotrack V-Charge works between 13.50 and 107-speed ratios to run the compressor of a gasoline engine.…”

Section: Methodsmentioning

confidence: 96%

“…From Figures 2 and 3, it is then The design of the super-turbocharger has been recently discussed in [30], and the reader is referred to this work for better details. The proposed toroidal CVT based transmission is a variant of the Torotrack variable-speed supercharging technology [55]. This is a centrifugal compressor linked to the crankshaft through a CVT based mechanism.…”

Section: Methodsmentioning

confidence: 99%

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Numerical Analysis of High-Pressure Direct Injection Dual-Fuel Diesel-Liquefied Natural Gas (LNG) Engines

Boretti¹

2020

Processes

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Dual fuel engines using diesel and fuels that are gaseous at normal conditions are receiving increasing attention. They permit to achieve the same (or better) than diesel power density and efficiency, steady-state, and substantially similar transient performances. They also permit to deliver better than diesel engine-out emissions for CO2, as well as particulate matter, unburned hydrocarbons, and nitrous oxides. The adoption of injection in the liquid phase permits to further improve the power density as well as the fuel conversion efficiency. Here, a model is developed to study a high-pressure, 1600 bar, liquid phase injector for liquefied natural gas (LNG) in a high compression ratio, high boost engine. The engine features two direct injectors per cylinder, one for the diesel and one for the LNG. The engine also uses mechanically assisted turbocharging (super-turbocharging) to improve the steady-state and transient performances of the engine, decoupling the power supply at the turbine from the power demand at the compressor. Results of steady-state simulations show the ability of the engine to deliver top fuel conversion efficiency, above 48%, and high efficiencies, above 40% over the most part of the engine load and speed range. The novelty of this work is the opportunity to use very high pressure (1600 bar) LNG injection in a dual fuel diesel-LNG engine. It is shown that this high pressure permits to increase the flow rate per unit area; thus, permitting smaller and lighter injectors, of faster actuation, for enhanced injector-shaping capabilities. Without fully exploring the many opportunities to shape the heat release rate curve, simulations suggest two-point improvements in fuel conversion efficiency by increasing the injection pressure.

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Section: Methodsmentioning

confidence: 96%

Section: Methodsmentioning

confidence: 99%

Numerical Analysis of High-Pressure Direct Injection Dual-Fuel Diesel-Liquefied Natural Gas (LNG) Engines

Boretti¹

2020

Processes

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“…The V-Charge system is powered by a belt that is connected to the engine crankshaft, while the Aeristech eSupercharger is directly driven by an electric motor. If the literature 12,26 is examined, the advantages and disadvantages of the variable-drive supercharger system and the e-boosting device can be compared, as they both use the Ford three-cylinder 1.0 L Ecoboost as the baseline, and try to enhance its low-end torque and transient performance.…”

Section: V E-boosting Technologymentioning

confidence: 99%

“…Standard specification: Ford 1.0 L three-cylinder EcoBoost. V-Charge test results are for the Ford 1.0 L three-cylinder EcoBoost with V-Charge technology fitted 26.…”

mentioning

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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“…Some known issues of the 2F diesel-LNG ICEs developed so far are the limited replacement ratio, efficiency deterioration, and the incomplete combustion of the LNG at low load conditions [34,35]. These issues may be addressed by assisted turbocharging, where the speed of the turbocharger can be altered from the balanced operation of turbine and compressor, by fitting an electric motor-generator to the turbocharger shaft (the FIA F1 style MGU-H, [26,36]) or connecting the turbocharger shaft to the crankshaft via gear and a variable speed transmission, that is an evolution of the Torotrak V-Charge supercharger, [37][38][39], for super turbocharging, [26,27,40], and obviously with a better injection system. The assisted turbocharger control, coupled to the air-cooling control, allows to produce the most suitable values of pressure and temperature at intake valve closure (IVC) for every speed and load of the steady-state map, and additionally address the transient issues, for both acceleration and deceleration.…”

Section: Introductionmentioning

confidence: 99%

Advances in Diesel-LNG Internal Combustion Engines

Boretti

2020

Applied Sciences

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Diesel-LNG internal combustion engines (ICEs) are the most promising light and heavy-duty truck (HDT) powering solution for a transition towards a mixed electric-hydrogen renewable energy economy. The diesel-liquid CH 4 ICEs have indeed many commonalities with diesel-liquid H 2 ICEs, in the infrastructure, on-board fuel storage, and injection technology, despite the fact H 2 needs a much lower temperature. The paper outlines the advantages of dual fuel (2F) diesel-LNG ICEs developed adopting two high-pressure (HP) injectors per cylinder, one for the diesel and one for the LNG, plus super-turbocharging. The diesel-LNG ICEs provide high fuel energy conversion efficiencies, and reduced CO 2 , PM, and NOx emissions. Super-turbocharging permits the shaping of the torque curve while improving acceleration transients. Diesel-LNG ICEs may also clean up the air of background pollution in many polluted areas in the world. Computational results prove the steady-state advantages of the proposed novel design. While the baseline diesel model is a validated model, the 2F LNG model is not. The perfect alignment of the diesel and diesel-LNG ICE performances proven by Westport makes however the proposed results trustworthy. the lean-burn operation, with combustion occurring with excess air [23]. The reduction of both PM and NOx is achieved by after-treatment. As the after-treatment is imperfect, the diesel combustion strategies are dictated by the best trade-off between PM and NOx emissions.The use of a fuel with reduced carbon content, that is also gas in normal conditions, such as the NG, has major advantages in both CO 2 and engine-out PM emissions. Even if injected liquid, the NG rapidly vaporizes and quickly mixes with the air. The PM emissions are usually negligible. Not having the constraint of the best PM-NOx trade-off to design the injection profile, the injection profile can be shaped to achieve reduced NOx production. Thus, NG indirectly also permits to reduce the NOx engine-out emissions. NG (CH 4 ) has a smaller carbon-to-hydrogen ratio vs. the diesel (C 13.5 H 23.6 ) also featuring a higher lower heating value. Less CO 2 is emitted to produce the same output of the diesel with the same η. As NG is also gas in normal conditions, this practically reduces to zero the PM emissions. In the dual-fuel (2F) operation, the only PM originates from the pilot diesel.As NG is a low cetane but a high octane number fuel, it is difficult to use alone in a CI ICE The issue is solved by using the 2F diesel-NG design with the diesel-injection-ignition [24,25]. A small amount of the DI diesel fuel ignites mixed with air within the cylinder. The NG that is injected prior, or after the diesel, then burns premixed, i.e. diffusion. The first phase of combustion translates into a rapid pressure build-up. The rate of combustion of the second phase is determined by the injection rate of the NG.One issue with fuels that are gases under normal conditions is the specific volume, as the density of the gas under normal conditions is much lower than...

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

Cited by 8 publications

References 31 publications

Numerical Analysis of High-Pressure Direct Injection Dual-Fuel Diesel-Liquefied Natural Gas (LNG) Engines

Numerical Analysis of High-Pressure Direct Injection Dual-Fuel Diesel-Liquefied Natural Gas (LNG) Engines

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

Advances in Diesel-LNG Internal Combustion Engines

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