Method and system for turbocharger

Abstract

The present application relates to methods and systems for turbochargers, and provides methods and systems for compressors of exhaust turbochargers. In one example, a system can include where a housing of the compressor includes two outlets, a first outlet shaped to direct compressed air to an electrically driveable compressor, and a second outlet shaped to bypass compressed air around the electrically driveable compressor.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to German Patent Application No. 102017217759.4, filed on October 6, 2017. The entire contents of the above application are hereby incorporated herein by reference for all purposes. Technical Field

[0003] This disclosure generally relates to engines including turbochargers, which include compressors configured to be at least partially driven by electric motors. Background Technology

[0004] Internal combustion engines can be equipped with a mechanical supercharging arrangement, where the supercharging provides a method for increasing power, wherein the boost air for the combustion process in the engine is compressed, thereby supplying a larger mass of boost air to each cylinder in each working cycle. In this way, the fuel mass is increased and thus the mean pressure is increased.

[0005] Mechanical supercharging is a suitable method for increasing the power of an internal combustion engine while maintaining a constant scavenging air volume, or for reducing the scavenging air volume while maintaining the same power output. In many cases, mechanical supercharging leads to an increase in volumetric power output and a more favorable power-to-weight ratio. If the scavenging air volume is reduced, it is possible to shift the load collectively to a higher load, under the same vehicle boundary conditions, at which specific fuel consumption is lower. Therefore, mechanical supercharging of an internal combustion engine can help improve engine efficiency and reduce fuel consumption.

[0006] Some transmission configurations offer reduced speeds, thereby achieving lower specific fuel consumption. When reducing speeds, the fact that specific fuel consumption is generally lower at low engine speeds is utilized, especially under relatively high loads.

[0007] Mechanical supercharging can be provided via an exhaust turbocharger, in which the compressor and turbine are arranged on the same shaft. Hot exhaust gas can be supplied to the turbine and expand within it, thus setting the shaft to rotate. The energy supplied to the shaft by the exhaust gas is used to drive the compressor, which is also arranged on the shaft. The compressor delivers and compresses the boost air supplied to it, thereby achieving mechanical supercharging in at least one cylinder. A boost air cooler can be located in the intake system downstream of the compressor, whereby the boost air cooler cools the compressed air before it is directed to one or more engine cylinders. The cooler lowers the temperature of the boost air and thus increases its density, allowing the cooler to also contribute to improved cylinder charge, i.e., helping to improve the overall air mass. In effect, cooled compression occurs.

[0008] The difference between an exhaust turbocharger and a supercharger (where the supercharger uses an auxiliary device to drive the compressor) may include that the exhaust turbocharger uses the exhaust energy of the hot exhaust gas, while the supercharger draws energy from the internal combustion engine, directly or indirectly, to drive it, and thus adversely affects (i.e. reduces) efficiency, at least for cases where the driving energy does not come from an energy recovery source.

[0009] If the supercharger is not a supercharger that can be driven by an electric motor (i.e., electrically), then a mechanical or kinematic connection for power transmission can be arranged between the supercharger and the internal combustion engine.

[0010] The advantage of a mechanical supercharger over an exhaust turbocharger is that it can generate and make available the desired boost pressure over a wider range of engine operating conditions. In other words, a mechanical supercharger can provide the desired boost pressure regardless of the internal combustion engine's operating state, particularly the current crankshaft rotation speed. This is especially true for mechanical superchargers that can be electrically driven via an electric motor.

[0011] In the previous example, specifically, difficulties may arise in achieving power increases across certain engine speed ranges via exhaust turbocharging. A decrease in torque can be observed below a certain engine speed. This torque decrease is understandable considering that the boost pressure ratio depends on the turbo pressure ratio. Lower engine speeds result in a smaller exhaust mass flow rate, and therefore a lower turbo pressure ratio. Consequently, the boost pressure ratio may also decrease at lower engine speeds. This can lead to a decrease in torque. Various measures can be used to seek improvements in the torque characteristics of mechanically supercharged internal combustion engines. Summary of the Invention

[0012] The internal combustion engine disclosed herein has at least one exhaust turbocharger and an electrically driven compressor.

[0013] In this configuration, an electrically driven compressor is configured to be activated when needed to assist the exhaust turbocharger in compressing boost air. In the context of this disclosure, there is no provision for using an electrically driven compressor to replace the exhaust turbocharger arrangement to generate boost pressure. According to this disclosure, the electrically driven compressor is arranged in the intake system downstream of the compressor of at least one exhaust turbocharger, and in the case of a multi-stage compression or mechanical supercharging configuration, it compresses pre-compressed boost air. That is, the exhaust turbocharger can compress boost air before the electrically driven compressor.

[0014] According to some examples, for the purpose of bypassing an electrically driven compressor, a bypass line may branch off from the intake system, wherein a first engagement is formed between the electrically driven compressor and the compressor of at least one exhaust turbocharger and leads into the intake system, while a second engagement is formed downstream of the electrically driven compressor and a shut-off element is arranged therein.

[0015] In this way, the piping system on the inlet side of the internal combustion engine (i.e., the intake system) is more complex than if the bypass piping were omitted. If the intake system piping is shortened, a piping system with a small radius of curvature is obtained, at which the boost airflow can be strongly deflected several times, potentially causing pressure losses in the boost airflow, which can be detrimental and correspond to parasitic power losses. In contrast, a piping system with a lower frequency and lower intensity dispersion of the boost airflow results in a relatively large intake system, comprising dimensions equal to the desired size for optimal efficiency, and thus relative to the most densely packed possible encapsulation of the drive units in the vehicle's engine compartment.

[0016] If an exhaust gas recirculation arrangement is provided to recirculate exhaust gas from the outlet side to the inlet side, the configuration of the intake system typically becomes more complex.

[0017] The inventors have discovered a solution to at least partially address the aforementioned problems associated with exhaust turbochargers and electrically driven compressors. In one example, the problem is addressed at least in part by a mechanically supercharged internal combustion engine comprising: an intake system for supplying boosted air; an exhaust system for discharging exhaust gas; at least one exhaust turbocharger including a turbine disposed in the exhaust system and a compressor disposed in the intake system, the compressor being equipped with at least one impeller on a rotatable shaft disposed in a compressor housing, the compressor housing having a boosted air conduction flow duct extending from an inlet region of the compressor and extending downstream of the at least one impeller; and an electrically driven compressor disposed in the intake system downstream of the compressor of the at least one exhaust turbocharger, wherein the compressor housing of the compressor for the exhaust turbocharger has at least two outlet regions, the boosted air conduction flow duct branching into at least two arm-shaped duct branches downstream of the at least one impeller, and in each case, one arm-shaped duct branch leading to an outlet region, a first outlet region being connected to the electrically driven compressor via the intake system, and a second outlet region being connected to the intake system downstream of the electrically driven compressor via an intake system bypassing the electrically driven compressor.

[0018] It should be understood that the above description of the invention is provided to introduce some concepts in a simplified form for further description in the detailed embodiments. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is solely defined by the claims appended to the detailed embodiments. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0019] Figure 1 The engine is shown in a hybrid vehicle.

[0020] Figure 2A A first embodiment of the compressor housing of an exhaust turbocharger is shown.

[0021] Figure 2B A second embodiment of the compressor housing of an exhaust turbocharger is shown.

[0022] Figure 3 Showing can be used with Figure 1 An optional arrangement of an exhaust turbocharger and an electrically driven compressor in the intake system, used together with the engine.

[0023] Figure 4 A method for adjusting the flow rate of compressed air to an electrically driven compressor is shown. Detailed Implementation

[0024] The following description relates to a system and method for providing boost pressure using one or more compressors. Furthermore, the description further describes the shape of the compressor housing for an exhaust turbocharger, wherein the shape of the compressor housing reduces encapsulation constraints. More specifically, the compressor housing may include at least two outlets, wherein a first outlet directs compressed air to an electrically driven compressor, and a second outlet directs compressed air around the electrically driven compressor to a bypass. Figure 1 As shown, the compressor can be positioned upstream of the engine in a hybrid vehicle. Figure 2A As shown, the compressor may include multiple shut-off elements for adjusting the flow rate of compressed air through each of its outlets. Additionally or alternatively, such as Figure 2B As shown, the compressor may include a single shut-off element for adjusting the flow rate of compressed air through each of its outlets. Figure 3 The diagram shows an example arrangement of the compressor for the exhaust turbocharger and an electrically driven compressor.

[0025] Figure 4The diagram illustrates a method for meeting boost pressure requirements using one or more of an exhaust turbocharger compressor and an electrically driven compressor. In some examples, to maintain battery charge and improve fuel economy, the electrically driven compressor may be activated during engine operation, where the exhaust turbocharger compressor may not be able to meet boost pressure requirements independently.

[0026] Figure 1-3 Example configurations with relative positioning of various components are shown. In at least one example, if such components are shown to be in direct contact or directly coupled to each other, then such components may be referred to as being in direct contact or directly coupled, respectively. Similarly, in at least one example, components shown to be adjacent to each other may be adjacent to each other or adjacent to each other, respectively. As an example, components placed in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, components positioned apart from each other with only space between them and no other components may be so referred to. As yet another example, components shown to be above / below each other, on opposite sides of each other, or to the left / right of each other may be so referred to relative to each other. Furthermore, as shown, in at least one example, the highest component or the highest point of the component may be referred to as the “top” of the component, and the lowest component or the lowest point of the component may be referred to as the “bottom” of the component. As used herein, top / bottom, up / down, above / below may be relative to the vertical axis of the drawing and used to describe the positioning of the components in the drawing relative to each other. Thus, in one example, a component shown above other components is vertically positioned above the other components. As yet another example, the shapes of the elements depicted in the accompanying drawings may be described as having those shapes (e.g., such as circular, straight, planar, curved, rounded, beveled, angled, etc.). Furthermore, in at least one example, elements shown intersecting each other may be described as intersecting elements or intersecting with each other. Additionally, in one example, an element shown inside or outside another element may be so named. It should be understood that, depending on manufacturing tolerances (e.g., within 1-5% deviation), one or more parts described as “fundamentally similar and / or identical” are different from each other.

[0027] In the case of the internal combustion engine according to this disclosure, the intake system, which takes the form of a pressurized air conduction flow duct, has branched within the compressor housing, specifically downstream of at least one impeller. For this purpose, the compressor housing according to this disclosure has at least two air passages downstream of at least one impeller; i.e., the so-called outlet area.

[0028] Pressurized air enters the compressor housing through the inlet area, is compressed as it flows past at least one impeller, and exits the housing via a first arm-shaped duct branch and a first outlet area, or via a second arm-shaped duct branch and a second outlet area. The first arm-shaped duct branch conducts the pre-compressed pressurized air to the electrically driven compressor via the intake system. The second duct branch conducts the compressed pressurized air to the intake system downstream of the electrically driven compressor via the intake system, thereby bypassing the electrically driven compressor.

[0029] The arrangement of the compressor housing according to this disclosure has a number of advantages.

[0030] The conventional bypass line is omitted; it branches off from the intake system, forming a first junction leading to the intake system between the electrically driven compressor and the compressor of at least one exhaust turbocharger, and a second junction downstream of the electrically driven compressor, in which a shut-off element is arranged. Bypass of the electrically driven compressor is achieved using a second pipe branch or a second outlet area. The shut-off element, located in the housing, can be used to open and close the second pipe branch, i.e., to enable and disable the second pipe branch.

[0031] The branching of the intake system within the compressor housing makes the inlet-side piping system (i.e., the intake system) of the internal combustion engine less confined, thus reducing encapsulation constraints. This facilitates denser encapsulation and also reduces the weight of the inlet-side piping system. Pressure losses in the boost airflow are reduced. The overall length of the intake system's inlet-side piping is also shortened by omitting conventional bypass lines and valves, thereby increasing the responsiveness of the supercharger arrangement. In other words, fewer conduits and / or fittings are needed to fill the compressed air, which increases power output and efficiency. Furthermore, the manufacturing cost of the intake system is reduced, particularly due to reduced material usage for piping and reduced assembly work during manufacturing.

[0032] By means of the internal combustion engine according to the present disclosure, a mechanically supercharged internal combustion engine is provided, which exhibits improved packaging and is cheaper.

[0033] The compressor housing according to this disclosure may also have three or more air passages or outlet regions downstream of at least one impeller, such as a third air passage, i.e., a third outlet region, which connects the compressed boosted air to the cylinders of the internal combustion engine, thereby bypassing the electrically driven compressor and bypassing the boosted air cooling arrangement disposed in the intake system. The latter may be desirable, for example, during the preheating phase after a cold start.

[0034] An embodiment of the supercharged internal combustion engine may include a compressor housing having two outlet regions, a boost air conduction flow duct splitting into two arm-shaped duct branches downstream of at least one impeller, wherein a junction is formed, and a first arm-shaped duct branch leads into a first outlet region and a second arm-shaped duct branch leads into a second outlet region.

[0035] Embodiments of the supercharged internal combustion engine may include each arm-shaped pipe branch equipped with a shut-off element, the corresponding shut-off element being used to open and close the associated pipe branch.

[0036] If the compressor housing has two outlet areas, embodiments of the supercharged internal combustion engine may also include providing a common shut-off element to two arm-shaped pipe branches, wherein when the common shut-off element shuts off the second pipe branch, the common shut-off element opens the first arm-shaped pipe branch, and vice versa.

[0037] In this context, embodiments of the supercharged internal combustion engine may include a common stop element that is a pivotable blade arranged at the joint.

[0038] Embodiments of the supercharged internal combustion engine may include an intercooler arranged in the intake system between an electrically driven compressor and a compressor of at least one exhaust turbocharger.

[0039] The intercooler lowers the air temperature upstream of the inlet of the electrically driven compressor, thereby also lowering the temperature and pressure at the outlet of the electrically driven compressor.

[0040] Embodiments of the supercharged internal combustion engine may include an intake system equipped with a throttling element arranged downstream of an electrically driven compressor and downstream of the compressor of at least one exhaust turbocharger.

[0041] In the case of an ignition-type internal combustion engine (i.e., an Otto cycle engine), the desired power output can be adjusted by changing the intake air volume (i.e., via quantity control). By adjusting a throttling element (e.g., a throttling vane) located in the intake manifold, the pressure of the boosted air delivered downstream of the throttling element can be reduced to some extent. For a constant combustion chamber volume, it is possible to set the air mass (i.e., quantity) in this way using the pressure of the boosted air.

[0042] Embodiments of the supercharged internal combustion engine may include an intake system equipped with a supercharged air cooler arranged downstream of an electrically driven compressor and downstream of the compressor of at least one exhaust turbocharger.

[0043] The boost air cooler lowers the air temperature, thereby increasing the density of the compressed boost air upstream of the cylinder inlet. As a result, the cooler also helps to improve the boost pressure in the combustion chamber with air (i.e., a larger air mass).

[0044] An embodiment of the supercharged internal combustion engine may include a supercharged air cooler located downstream of both the electrically driven compressor and the compressor of at least one exhaust turbocharger, in addition to the supercharged air cooler.

[0045] Embodiments of the supercharged internal combustion engine may include a compressor housing having a flange in the inlet region for fastening purposes.

[0046] Embodiments of the supercharged internal combustion engine may include an electrically driven compressor designed to be smaller than the compressor of at least one exhaust turbocharger.

[0047] This is particularly advantageous for the function of the electrically driven compressor according to this disclosure, which is designed to be an enableable compressor and to compress pre-compressed pressurized air in the case of multi-stage compression. Here, the electrically driven compressor acts as the high-pressure stage.

[0048] Embodiments of this supercharged internal combustion engine may include only one exhaust turbocharger. This reduces the weight and cost of the supercharged arrangement.

[0049] Then, typically, single-stage mechanical supercharging or compression occurs within a defined characteristic region of an internal combustion engine. Regarding frictional losses and overall efficiency, using a single exhaust turbocharger is more advantageous than multiple turbochargers; therefore, the above-described embodiment has an advantage in terms of efficiency.

[0050] The embodiments may include a compressor in at least one of the exhaust turbochargers equipped with a variable compressor geometry. Variable compressor geometry has proven particularly advantageous when only small exhaust flow rates are conducted through the turbine, because by adjusting the guide vanes, the surge limit of the compressor in the compressor characteristic diagram can be shifted in the direction of the small compressor flow rate, and thus prevents the compressor from operating beyond the surge limit. Therefore, if high exhaust flow rates bifurcate upstream of the turbine and are recirculated, variable compressor geometry also provides the advantage of achieving high recirculation rates. If the turbine of at least one exhaust turbocharger has a variable turbine geometry, the variable compressor geometry can continuously adapt to the turbine geometry.

[0051] With the targeted configuration of mechanical supercharging, advantages can be gained not only in fuel consumption (i.e., the efficiency of internal combustion engines) but also in exhaust emissions. Therefore, by appropriately supercharging a diesel engine, for example, nitrogen oxide emissions can be reduced without any loss of efficiency. Simultaneously, hydrocarbon emissions can be positively affected. Carbon dioxide emissions, which are directly related to fuel consumption, will decrease in any case as fuel consumption decreases.

[0052] However, further measures are expected to meet future emission limits. Here, the focus of development efforts is particularly on reducing nitrogen oxide emissions, which are especially relevant in diesel engines. Exhaust gas recirculation is advantageous in this context.

[0053] Exhaust gas can be extracted from the exhaust system upstream of the turbine and recirculated via high-pressure exhaust gas recirculation. However, with an increased exhaust gas recirculation rate, the exhaust gas flow rate introduced into the turbine simultaneously decreases. The reduced exhaust gas mass flowing through the turbine results in a lower turbine pressure ratio, which in turn lowers the boost ratio, equivalent to a smaller compressor mass flow rate. Besides the reduced boost pressure, surge limit issues may also arise during compressor operation. Disadvantages also exist regarding pollutant emissions, such as the formation of soot during acceleration in the case of diesel engines.

[0054] Therefore, exhaust gas can also be recirculated using low-pressure EGR. In contrast to the high-pressure EGR arrangement described above, where exhaust gas is drawn from the exhaust system upstream of the turbine and introduced into the intake system downstream of the compressor, in the low-pressure EGR arrangement, exhaust gas that has already flowed through the turbine is recirculated to the inlet side. For this purpose, the low-pressure EGR arrangement includes a recirculation line that branches off from the exhaust system downstream of the turbine and leads into the intake system upstream of the compressor.

[0055] In some embodiments, additionally or alternatively, a method for operating a mechanically supercharged internal combustion engine may include wherein a first arm-shaped pipe branch is opened and a second arm-shaped pipe branch is closed to compress boost air in a multi-stage manner using an electrically driven compressor, wherein the compressor housing has two outlet regions, the boost air conduction flow duct splits into two arm-shaped pipe branches downstream of at least one impeller, wherein a junction is formed, and the first arm-shaped pipe branch leads into a first outlet region and the second arm-shaped pipe branch leads into a second outlet region.

[0056] Additionally or alternatively, the method may optionally include a first arm-shaped pipe branch being shut off and a second arm-shaped pipe branch being opened to bypass an electrically driven compressor during mechanical pressurization.

[0057] Internal combustion engines (such as those described above) are used as drive units for motor vehicles. In the context of this disclosure, the expression "internal combustion engine" may encompass diesel engines and Otto cycle engines, but may also encompass hybrid internal combustion engines (i.e., internal combustion engines operating with a hybrid combustion process), and hybrid drive units (in addition to internal combustion engines) include at least one additional torque source for driving motor vehicles, such as an electric motor, which may be connected in drive to or in connection with the internal combustion engine and output power in place of or in addition to the internal combustion engine.

[0058] Figure 1 An engine system 100 for a vehicle is depicted. The vehicle may be a road vehicle having drive wheels in contact with the road surface. The engine system 100 includes an engine 10, which includes a plurality of cylinders. Figure 1 A cylinder or combustion chamber of this type is described in detail. Various components of the engine 10 can be controlled by an electronic engine controller 12.

[0059] Engine 10 includes a cylinder block 14 and a cylinder head 16. The cylinder block 14 includes at least one cylinder bore 20, and the cylinder head 16 includes an intake valve 152 and an exhaust valve 154. In other examples, where engine 10 is configured as a two-stroke engine, the cylinder head 16 may include one or more intake and / or exhaust ports. The cylinder block 14 includes a cylinder wall 32 with a piston 36 positioned within it and connected to a crankshaft 40. Thus, when coupled together, the cylinder head 16 and cylinder block 14 may form one or more combustion chambers. The volume of the combustion chamber 30 is thus adjusted based on the oscillation of the piston 36. The combustion chamber 30 may also be referred to herein as a cylinder 30. The combustion chamber 30 is shown as communicating with an intake manifold 144 and an exhaust manifold 148 via corresponding intake valves 152 and exhaust valves 154. Each intake and exhaust valve is operated via an intake cam 51 and an exhaust cam 53. Alternatively, one or more of the intake and exhaust valves may be operated by electromechanically controlled valve coils and armature assemblies. The position of the intake cam 51 may be determined by the intake cam sensor 55. The position of the exhaust cam 53 may be determined by the exhaust cam sensor 57. Thus, when valves 152 and 154 are closed, the combustion chamber 30 and cylinder bore 20 may be fluidly sealed, preventing gases from entering or leaving the combustion chamber 30.

[0060] Combustion chamber 30 may be formed by cylinder walls 32, piston 36, and cylinder head 16 of cylinder block 14. Cylinder block 14 may include cylinder walls 32, piston 36, crankshaft 40, etc. Cylinder head 16 may include one or more fuel injectors (such as fuel injector 66), one or more intake valves 152, and one or more exhaust valves (such as exhaust valve 154). Cylinder head 16 may be coupled to cylinder block 14 via fasteners (such as bolts and / or screws). Specifically, when coupled, cylinder block 14 and cylinder head 16 may be in sealed contact with each other via gaskets, and thus cylinder block 14 and cylinder head 16 may seal combustion chamber 30 such that when intake valve 152 is open, gas may flow into and / or out of combustion chamber 30 only via intake manifold 144, and / or when exhaust valve 154 is open, gas may flow into and / or out of combustion chamber 30 only via exhaust manifold 148. In some examples, each combustion chamber 30 may include only one intake valve and only one exhaust valve. However, in other examples, each combustion chamber 30 of the engine 10 may include more than one intake valve and / or more than one exhaust valve.

[0061] In some examples, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. In a selected operating mode, ignition system 190 may provide an ignition spark to cylinder 14 via spark plug 192 in response to a spark advance signal SA from controller 12. However, in some embodiments, spark plug 192 may be omitted, such as where engine 10 can initiate combustion by automatic ignition or by fuel injection, as may be the case with some diesel engines.

[0062] Fuel injector 66 can be positioned to directly inject fuel into combustion chamber 30, as is known to those skilled in the art through direct injection. Fuel injector 66 delivers liquid fuel in proportion to the pulse width of the signal FPW from controller 12. Fuel is delivered to fuel injector 66 via a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail. Operating current is supplied to fuel injector 66 from a driver 68 responsive to controller 12. In some examples, engine 10 may be a gasoline engine, and the fuel tank may include gasoline, which can be injected into combustion chamber 30 via injector 66. However, in other examples, engine 10 may be a diesel engine, and the fuel tank may include diesel fuel, which can be injected into combustion chamber 30 via injector 66. Furthermore, in such examples where engine 10 is configured as a diesel engine, engine 10 may include glow plugs to initiate combustion in combustion chamber 30.

[0063] Injector 66 may be configured to allow a mixture of liquid and / or gas to flow through one or more of its channels for injection into combustion chamber 30. The mixture may include one or more of ethanol, fuels of different octane ratings, diesel fuel, detergents, catalysts, etc.

[0064] Intake manifold 144 is shown in communication with throttle valve 62, which adjusts the position of throttle plate 64 to control airflow to engine cylinders 30. This may include controlling the airflow of boosted air from intake boost chamber 146. In some embodiments, throttle valve 62 may be omitted, and airflow to the engine may be controlled via a single intake system throttle valve (AIS throttle valve) 82 coupled to intake passage 42 and located upstream of intake boost chamber 146. In another example, AIS throttle valve 82 may be omitted, and airflow to the engine may be controlled using throttle valve 62.

[0065] In some embodiments, engine 10 is configured to provide exhaust gas recirculation (EGR). When included, EGR can be provided as high-pressure EGR and / or low-pressure EGR. In an example where engine 10 includes low-pressure EGR, low-pressure EGR can be provided from a location in the exhaust system downstream of turbine 164 to an engine intake system location downstream of intake system (AIS) throttle valve 82 and upstream of compressor 162 via EGR passage 135 and EGR valve 138. EGR can be drawn from the exhaust system into the intake system when a pressure differential is present to drive flow. A pressure differential can be generated by partially closing AIS throttle valve 82. Throttle plate 84 controls the pressure at the inlet of compressor 162. AIS can be electrically controlled and its position can be adjusted based on optional position sensor 88.

[0066] Ambient air is drawn into the combustion chamber 30 via intake passage 42, which includes an air filter 156. Therefore, air first enters the intake passage 42 through the air filter 156. Then, the compressor 162 draws air from the intake passage 42 and delivers it via the compressor outlet pipe (…). Figure 1Compressed air is supplied to the boost chamber 146 (not shown). In some examples, the intake passage 42 may include an air box (not shown) with a filter. In one example, the compressor 162 may be a turbocharger, wherein power is drawn from the exhaust flow to the compressor 162 via a turbine 164. Specifically, the exhaust can rotate the turbine 164, which is coupled to the compressor 162 via a shaft 161. The wastegate 72 allows the exhaust to bypass the turbine 164, making it possible to control the boost pressure under varying operating conditions. For example, during operation when the operator depresses the accelerator pedal, the wastegate 72 may close (or its opening may decrease) in response to increased boost demand. By closing the wastegate, the exhaust pressure upstream of the turbine can be increased, thereby increasing turbine speed and peak power output. This allows for increased boost pressure. Additionally, when the compressor recirculation valve is partially open, the wastegate may move toward a closed position to maintain the desired boost pressure. In another example, such as when the operator releases the accelerator pedal, in response to the reduced boost demand, the exhaust valve 72 may open (or the opening of the exhaust valve may be increased). By opening the exhaust valve, the exhaust pressure is reduced, thereby reducing turbine speed and turbine power. This allows for a reduction in boost pressure.

[0067] However, in an alternative embodiment, compressor 162 may be a supercharger, wherein power is drawn from crankshaft 40 to compressor 162. Therefore, compressor 162 may be coupled to crankshaft 40 via a mechanical linkage (such as a belt). Thus, a portion of the rotational energy output from crankshaft 40 may be transferred to compressor 162 to power compressor 162.

[0068] An electrically driven compressor 166 may be arranged downstream of compressor 162 in intake booster chamber 146. As shown, compressor 162 may include at least two outlets: a first outlet leading to electrically driven compressor 166 and a second outlet bypassing electrically driven compressor 166. Therefore, intake booster chamber 146 may be divided into at least two sections via partition 167 while maintaining the same relative volume as in the previous example, thereby reducing pressure losses that may be caused by the volume of compressed air entering the duct forming the auxiliary passage. As will be described in more detail below, the compressor housing of compressor 162 of the exhaust turbocharger may be shaped to reduce the volume of material used for arranging the intake system of engine 10, thereby mitigating and / or preventing pressure losses caused by compressed gas filling the duct used to direct air to bypasses, boost air coolers, electrically driven compressors, etc. This may result in increased fuel economy and increased power output.

[0069] A universal exhaust oxygen (UEGO) sensor 126 is shown coupled to an exhaust manifold 148 upstream of the emission control unit 70. Alternatively, a dual-state exhaust oxygen sensor may replace the UEGO sensor 126. In one example, the emission control unit 70 may include multiple catalyst blocks. In another example, multiple emission control units may be used, each having multiple blocks. Although the depicted example shows the UEGO sensor 126 upstream of the turbine 164, it should be understood that in alternative embodiments, the UEGO sensor may be located in an exhaust manifold downstream of the turbine 164 and upstream of the emission control unit 70. Additionally or alternatively, the emission control unit 70 may include a diesel oxidation catalyst (DOC) and / or a diesel cold start catalyst, a particulate filter, a three-way catalytic converter, a NOx trap, a selective catalytic reduction device, and combinations thereof. In some examples, the sensor may be arranged upstream or downstream of the emission control unit 70, wherein the sensor may be configured to diagnose the condition of the emission control unit 70.

[0070] Controller 12 in Figure 1 The computer shown includes a microprocessor unit 102, an input / output port 104, a read-only memory 106, a random access memory 108, a non-fail-to-recover memory 110, and a conventional data bus. The controller 12 is shown receiving various signals from sensors coupled to the engine 10, in addition to those previously discussed, including: engine coolant temperature (ECT) from a temperature sensor 112 coupled to the cooling manifold 114; a position sensor 134 coupled to the input device 130 for sensing the input device pedal position (PP) adjusted by the vehicle operator 132; a knock sensor for determining the ignition of the end gas (not shown); a measurement of engine manifold pressure (MAP) from a pressure sensor 121 coupled to the intake manifold 144; a measurement of boost pressure from a pressure sensor 122 coupled to the boost chamber 146; an engine position sensor from a Hall effect sensor 118 for sensing the position of the crankshaft 40; a measurement of the mass of air entering the engine from a sensor 120 (e.g., a hot-wire airflow meter); and a measurement of the throttle position from a sensor 58. Atmospheric pressure (sensor not shown) may also be sensed for processing by the controller 12. In a preferred aspect of this specification, the Hall effect sensor 118 generates a predetermined number of equally spaced pulses during each rotation of the crankshaft, thereby determining the engine speed (RPM). The input device 130 may include an accelerator pedal and / or a brake pedal. Therefore, the output from the position sensor 134 can be used to determine the position of the accelerator pedal and / or brake pedal of the input device 130, and thus determine the desired engine torque. Therefore, the desired engine torque requested by the vehicle operator 132 can be estimated based on the pedal position of the input device 130.

[0071] In some examples, vehicle 5 may be a hybrid vehicle having multiple torque sources available for one or more wheels 59. In other examples, vehicle 5 may be a conventional vehicle with only an engine, or an electric vehicle with only one or more electric motors. In the example shown, vehicle 5 includes an engine 10 and an electric motor 52. The electric motor 52 may be a motor or a motor / generator. When one or more clutches 56 are engaged, the crankshaft 40 of engine 10 and the electric motor 52 are connected to the wheels 59 via a transmission 54. In the depicted example, a first clutch 56 is disposed between the crankshaft 40 and the electric motor 52, and a second clutch 56 is disposed between the electric motor 52 and the transmission 54. Controller 12 may send signals to the actuators of each clutch 56 to engage or disengage the clutch, thereby connecting or disconnecting the crankshaft 40 from the electric motor 52 and its connected components, and / or connecting or disconnecting the electric motor 52 from the transmission 54 and its connected components. The transmission 54 may be a gearbox, a planetary gear system, or other type of transmission. The powertrain may be configured in various ways, including parallel, series, or series-parallel hybrid vehicles.

[0072] Motor 52 receives power from traction battery 58 to provide torque to wheel 59. For example, during braking operation, motor 52 can also operate as a generator to provide power to charge battery 58.

[0073] Controller 12 receives from Figure 1 The signals from various sensors, and employing Figure 1 Various actuators are used to adjust engine operation based on received signals and instructions stored in the controller's memory. For example, adjusting the operation of fuel injector 66 may include signaling the injector's actuator to inject more or less fuel.

[0074] Turn now Figure 2A The illustration schematically depicts an embodiment 200 of a compressor 162 arranged in an exhaust turbocharger. The exhaust turbocharger may further include... Figure 1 The turbine 164. Therefore, the previously introduced components can be similarly numbered in the subsequent figures. As described above, the turbine and compressor 162 can be arranged on a common shaft ( Figure 1 On a shaft 161, exhaust can flow over a turbine, and the shaft can transfer the energy applied from the exhaust to the turbine to a compressor 162, which can compress the boosted air.

[0075] More specifically, the hot exhaust gas expands in the turbine while releasing energy, and drives the compressor 162 via the rotation of the shaft. The compressor 162 compresses the exhaust gas via the intake booster chamber (e.g., Figure 1 The intake booster chamber 146 supplies boosted air to the cylinder, thereby achieving mechanical supercharging of the internal combustion engine.

[0076] The compressor 162 may be equipped with an impeller 212 arranged on a rotatable shaft within a compressor housing 214. The compressor housing 214 may include a pressurized air conduction flow duct 216 that extends from the inlet region 218 of the compressor 162 and downstream of the impeller 212.

[0077] The compressor housing 214 may include a plurality of outlets 220, including a first outlet 222 and a second outlet 224. A booster air conduction flow duct 216 may branch downstream of the impeller 212 and upstream of the plurality of outlets 220, thereby forming a first arm-shaped duct branch 232 and a second arm-shaped duct branch 234. A junction 236 may be formed between the first arm-shaped duct branch 232 and the second arm-shaped duct branch 234. Each of the first arm-shaped duct branch 232 and the second arm-shaped duct branch 234 is fluidly coupled to one of the plurality of outlets 220. Figure 2A In the example, the first arm-shaped pipe branch 232 is fluidly coupled to the first outlet 222, and the second arm-shaped pipe branch 234 is fluidly coupled to the second outlet 224. Compressed air in the first arm-shaped pipe branch 232 does not flow to the second outlet 224 or mix with compressed air in the second arm-shaped pipe branch 234. Similarly, compressed air in the second arm-shaped pipe branch 234 does not flow to the first outlet 222 or mix with compressed air in the first arm-shaped pipe branch 232.

[0078] The first outlet 222 is connected via an intake booster chamber to an electrically driven compressor (such as...). Figure 1 The second outlet 224 is fluidly coupled to a portion of an intake passage 42 that is hermetically separated from the electrically driven compressor 166. Therefore, compressed air in the second outlet 224 can bypass the electrically driven compressor and reach an engine downstream of the electrically driven compressor (e.g., Figure 1 Engine 10).

[0079] Each of the first arm-shaped pipe branch 232 and the second arm-shaped pipe branch 234 may be equipped with dedicated shut-off elements 242, 244, the respective shut-off elements 242, 244 for opening and closing the associated pipe branch 232, 234. More specifically, the first arm-shaped pipe branch 232 may include a first shut-off element 242, and the second arm-shaped pipe branch 234 may include a second shut-off element 244. Each of the first shut-off element 242 and the second shut-off element 244 may be a butterfly valve. However, it should be understood that other flow regulating devices may be used without departing from the scope of this disclosure.

[0080] Turn now Figure 2BThis schematically illustrates an embodiment 250 of the compressor 162 of an exhaust turbocharger. Embodiment 250 of the exhaust turbocharger may be substantially similar to... Figure 2A Example 200. More specifically, Example 250 differs from Example 200 in that Example 250 includes a single shut-off element 252 disposed at the junction 236 between the first arm-shaped conduit 232 and the second arm-shaped conduit 234.

[0081] The single shut-off element 252 may be a vane or the like, wherein the single shut-off element may be shaped to adjust the compressed air flow to each of the first arm-shaped conduit 232 and the second arm-shaped conduit 234. Thus, when the single shut-off element 252 is actuated to a position that completely seals one of the arm-shaped conduits, the other arm-shaped conduit can receive the maximum amount of compressed air for a given compressor 162 speed. For example, if the single shut-off element 252 is actuated to a position that completely closes the first arm-shaped conduit 232 (such as the position shown by solid line 252A), all the compressed air produced by the compressor 162 of the exhaust turbocharger can flow to the second arm-shaped conduit 234, thereby bypassing the electrically driven compressor. As another example, if the single shut-off element 252 is actuated to a position that completely closes the second arm-shaped conduit 234 (such as the position shown by dashed line 252B), all the compressed air produced by the compressor 162 of the exhaust turbocharger can flow to the first arm-shaped conduit 232, thereby allowing the compressed air to flow to the electrically driven compressor for further compression.

[0082] In some examples, the compressor of the exhaust turbocharger may include more than two outlets. In one example, the compressor may include three outlets, where a first outlet directs compressed air to an electrically driven compressor, a second outlet directs compressed air to a bypass, and a third outlet directs compressed air to a boost air cooler. Therefore, the compressed air flowing to the boost air cooler does not flow to the electrically driven compressor, while still increasing the boost pressure through cooled compression. Relative to Figure 1 For example, the booster air cooler can be arranged adjacent to the electrically driven compressor 166 and the bypass passage, thereby reducing encapsulation limitations and pressure losses due to the additional ducts used in the previous example to direct the compressed air flow to the desired location.

[0083] Turn now Figure 3 They are shown schematically respectively. Figure 2A and Figure 2B Example 300 is the intake system 301 of Example 200 or Example 250.

[0084] The compressor housing of the compressor 162 arranged in the intake system 301 (e.g., Figure 2A and Figure 2BThe compressor housing 214 includes a first outlet 222 and a second outlet 224. The first outlet 222 is connected to the electrically driven compressor 166 via the intake system 301, and the second outlet area 224 bypasses the electrically driven compressor 166 and is connected to a portion of the intake system 1 downstream of the electrically driven compressor 7.

[0085] exist Figure 3 In the example, an intercooler 310 is arranged in the intake system 301 between the electrically driven compressor 166 and the compressor 162 of the exhaust turbocharger. The intercooler 310 reduces the temperature of the pre-compressed boost air entering upstream of the inlet of the electrically driven compressor 166, thereby reducing the temperature and pressure at the outlet of the electrically driven compressor 166 and protecting the electrically driven compressor 166 from damage caused by thermal overload.

[0086] Furthermore, the intake system 301 is equipped with a throttle valve 62, which is located downstream of the electrically driven compressor 166 and downstream of the compressor 162 of the exhaust turbocharger. By adjusting the throttle valve 62, the amount of boosted air supplied to the cylinder 312, which may include... Figure 1 Combustion chamber 30.

[0087] Furthermore, a boost air cooler 309 may be arranged downstream of the throttle valve 62. The boost air cooler 309 can reduce the air temperature and thereby increase the density of the compressed boost air upstream of the inlet of the cylinder 312, thus the cooler 309 also helps to increase the boost pressure of the cylinder 312.

[0088] As described above, the compressor housing may be differently shaped to provide a desired number of outlets corresponding to a desired number of flow paths, wherein each flow path may be fluid-sealed apart from each other. Additionally or alternatively, one or more of the booster air cooler 309 and / or intercooler 310 may be omitted.

[0089] Turn now Figure 4 It illustrates a method 400 for adjusting the compressed air flow to an electrically driven compressor.

[0090] Method 400 begins at 402 and includes determining, estimating, and / or measuring current engine operating parameters. Current engine operating parameters may include, but are not limited to, one or more of manifold pressure, boost pressure, engine speed, exhaust gas recirculation flow rate, engine speed, engine temperature, engine load, compressor speed, and air-fuel ratio. Boost pressure can be calculated by summing the boost pressure provided by each of the compressors from the exhaust turbocharger and the electrically driven compressor.

[0091] Method 400 may proceed to 404 to determine whether boost pressure is desired. In some examples of method 400, additionally or alternatively, if boost pressure is desired, 404 may include determining whether the desired boost pressure has been increased. Boost pressure is desired during transient engine operating conditions such as accelerator pedal depressing, high load, etc. If boost pressure is not desired, method 400 may proceed to 406 to maintain current operating parameters and not increase boost pressure on the engine. In some examples, additionally or alternatively, this may further include one or more of a compressor that bypasses the exhaust turbocharger and an electrically driven compressor.

[0092] If a boost in pressure is desired, method 400 can proceed to 408 to compress the intake air using the compressor of the exhaust turbocharger. In this way, the exhaust gas produced by the engine that has not been rerouted to high-pressure EGR can rotate the turbine and provide a corresponding boost in pressure. Therefore, the boost in pressure provided by the compressor of the exhaust turbocharger can be proportional to the amount of exhaust gas flowing to the turbine.

[0093] Method 400 may proceed to 410 to determine whether the compressor of the exhaust turbocharger meets the boost pressure requirement. If the compressor of the exhaust turbocharger meets the boost pressure requirement, method 400 may proceed to 412 to maintain the current operating parameters and prevent the flow of compressed air to the electrically driven compressor from being increased. By doing so, fuel economy can be improved because the battery's state of charge may not be depleted to provide power to the electric motor.

[0094] exist Figure 2A In one example, this could include maintaining the position of each of the first cutoff element 242 and the second cutoff element 244 such that the amount of compressed air flowing to the electrically driven compressor and the bypass remains constant. Figure 2B In one example, this could include maintaining the position of a single shut-off element 252 such that the amount of compressed air flowing to the electrically driven compressor and the bypass remains constant.

[0095] Returning to 410, if the exhaust turbocharger compressor does not meet the boost pressure requirement, method 400 may proceed to 414 to obtain and / or increase the compressed air flow to the electrically driven compressor. Thus, the exhaust turbocharger compressor can provide as much compressed air as possible under current engine operating conditions, which may not be sufficient to fully meet the desired boost pressure. In this way, an electric motor can be activated to rotate the electrically driven compressor to further compress the compressed air from the exhaust turbocharger compressor, thereby meeting the boost pressure requirement. Although the battery state of charge is consumed to operate the electrically driven compressor, the fuel economy savings gained from operating both compressors may outweigh the electrical energy consumed, while providing the desired power output.

[0096] exist Figure 2AIn the example, increasing the compressed air flow to the electrically driven compressor may include actuating the first cut-off element 242 to a more open position and the second cut-off element 244 to a more closed position. Figure 2B In one example, increasing the compressed air flow to the electrically driven compressor may include actuating a single cut-off element 252 to a position where the opening of the first arm-shaped pipe 232 is more open and the opening of the second arm-shaped pipe 234 is more closed, thereby increasing the compressed air flow to the electrically driven compressor and decreasing the compressed air flow to the bypass.

[0097] Methods 400 through 416 may include continuing to supply compressed air to an electrically driven compressor until the compressor of the exhaust turbocharger is able to meet the boost pressure requirement. In some examples, turbo lag may occur when more boost pressure is desired, where the compressor of the exhaust-driven turbocharger may not be able to meet the boost pressure requirement for a short duration (e.g., less than 10 seconds). Therefore, the electrically driven compressor may be activated only for the duration of the time until the compressor of the exhaust turbocharger reaches speed and meets the boost pressure requirement.

[0098] In this manner, the compressor housing for the exhaust turbocharger compressor may include multiple outlets, wherein at least a first outlet and a second outlet are included. The first outlet directs compressed air to an electrically driven compressor, and the second outlet directs compressed air to a bypass. The electrically driven compressor can be activated during engine operation, where the exhaust turbocharger compressor may not meet boost pressure requirements while providing as much boost as possible. The technical advantage of arranging more than one outlet in the compressor housing is reduced encapsulation constraints, pressure losses due to increased ductwork, and reduced manufacturing costs due to the use of less material.

[0099] One embodiment of a supercharged internal combustion engine includes an intake system configured to supply boosted air; an exhaust system configured to discharge exhaust gas; at least one exhaust turbocharger including a turbine disposed in the exhaust system and a compressor disposed in the intake system, the compressor being equipped with at least one impeller disposed on a rotatable shaft within a compressor housing, the compressor housing having a boosted air conduction flow duct extending from an inlet region of the compressor and downstream of the at least one impeller; and an electrically driven compressor disposed in the intake system downstream of the compressor of the at least one exhaust turbocharger, wherein the compressor housing has at least two outlets, the boosted air conduction flow duct branching into at least two arm-shaped duct branches downstream of the at least one impeller, wherein a first arm-shaped duct is fluidly coupled to a first outlet and a second arm-shaped duct is fluidly coupled to a second outlet, the first outlet directing compressed air from the compressor of the exhaust turbocharger to the electrically driven compressor, and the second outlet bypassing the electrically driven compressor. A first example of a supercharged internal combustion engine further includes a supercharged air conduction flow duct that branches into a first arm-shaped duct branch and a second arm-shaped duct branch downstream of at least one impeller, and wherein a junction is arranged between the first arm-shaped duct branch and the second arm-shaped duct branch. A second example of a supercharged internal combustion engine (optionally including the first example) further includes a single shut-off element arranged at the junction and shaped to adjust the compressed air flow rate to each of the first and second arm-shaped duct branches. A third example of a supercharged internal combustion engine (optionally including the first and / or second examples) further includes a first arm-shaped duct branch including a first shut-off element, and a second arm-shaped duct branch including a second shut-off element. A fourth example of a supercharged internal combustion engine (optionally including one or more of the first to third examples) further includes an intercooler arranged between the compressor of an exhaust turbocharger and an electrically driven compressor, and a supercharged air cooler arranged downstream of each of the compressor of the exhaust turbocharger and the electrically driven compressor.

[0100] One embodiment of the system includes a compressor for an exhaust turbocharger, the compressor including a compressor housing including a plurality of outlets, at least a first outlet and a second outlet, wherein the first outlet is configured to direct compressed air from the compressor to an electrically driven compressor, and wherein the second outlet is configured to allow compressed air to bypass the electrically driven compressor. A first example of the system further includes a controller having computer-readable instructions stored in its non-transitory memory, which, when executed, enable the controller to adjust a cutoff element configured to increase the compressed air flow to the electrically driven compressor in response to a pressure boost provided by the compressor of the exhaust turbocharger being less than a desired pressure boost. A second example of the system (optionally including the first example) further includes instructions that enable the controller to adjust the cutoff element to decrease the compressed air flow to the electrically driven compressor in response to a pressure boost provided by the compressor of the exhaust turbocharger being equal to a desired pressure boost. A third example of the system (optionally including the first and / or second examples) further includes a compressor of the exhaust turbocharger that is larger than the electrically driven compressor. A fourth example of the system (optionally including one or more of the first to third examples) further includes a first outlet separate from a second outlet, and wherein compressed air in the first outlet does not mix with compressed air in the second outlet. A fifth example of the system (optionally including one or more of the first to fourth examples) further includes a compressor of the exhaust turbocharger arranged along a single intake passage, and wherein the electrically driven compressor and bypass are arranged downstream of the compressor of the exhaust turbocharger in the single intake passage. A sixth example of the system (optionally including one or more of the first to fifth examples) further includes an intercooler arranged between the compressor of the exhaust turbocharger and the electrically driven compressor, and wherein only compressed air flowing through the first outlet flows to the intercooler. A seventh example of the system (optionally including one or more of the first to sixth examples) further includes a booster air cooler disposed in a single intake passage downstream of each of the electrically driven compressor and the bypass, and wherein compressed air flowing from each of the electrically driven compressor and the bypass flows to the booster air cooler.

[0101] A method includes: in response to a pressure boost demand, directing pressurized air to a compressor of an exhaust turbocharger to provide a certain amount of pressure boost; in response to a pressure boost amount less than the desired pressure boost, adjusting a shut-off element disposed in the housing of the compressor to direct air compressed by the compressor to a first outlet disposed in the housing, wherein the first outlet directs the compressed air to an electrically driven compressor; and in response to a pressure boost amount equal to the desired pressure boost, adjusting the shut-off element disposed in the housing of the compressor to direct air compressed by the compressor to a second outlet disposed in the housing, wherein the second outlet bypasses the electrically driven compressor. A first example of the method further includes, wherein adjusting the shut-off element to direct the compressed air to the electrically driven compressor further includes activating an electric motor to rotate the electrically driven compressor. A second example of the method (optionally including the first example) further includes, wherein the first outlet and the second outlet are adjacent to each other. A third example of the method (optionally including the first and / or the second example) further includes, wherein, in addition to the exhaust turbocharger inlet, the first outlet, and the second outlet, the housing does not include any other inlets or other outlets. A fourth example of the method (optionally including one or more of the first to third examples) further includes wherein the compressed air flowing through the first outlet does not flow into or mix with air in the second outlet. A fifth example of the method (optionally including one or more of the first to fourth examples) further includes wherein allowing the compressed air to flow through the first outlet further includes allowing the compressed air to flow through an intercooler before allowing the compressed air to flow to an electrically driven compressor. A sixth example of the method (optionally including one or more of the first to fifth examples) further includes wherein the stop element is a pivotable vane.

[0102] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be performed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Thus, the various actions, operations, and / or functions shown can be performed in the order shown, in parallel, or omitted in some cases. Similarly, the order of processing is not necessary to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the illustrated actions, operations, and / or functions can be repeatedly performed. Furthermore, the described actions, operations, and / or functions can be graphically represented as code to be programmed into a computer-readable storage medium in non-transitory memory of the engine control system, wherein the described actions are performed by executing instructions in conjunction with an electronic controller in a system including various engine hardware components.

[0103] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments are not to be considered limiting, as many variations are possible. For example, the above techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or properties.

[0104] As used herein, unless otherwise stated, the term “about” is interpreted as ±5% of the range.

[0105] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to a "single" element or a "first" element or their equivalents. Such claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amendments to these claims or by setting new claims in this application or related applications. Such claims, whether broader, narrower, equal to, or different in scope from the original claims, are considered to be included within the subject matter of this disclosure.

Claims

1. A mechanically supercharged internal combustion engine, comprising: The intake system is designed to supply pressurized air; An exhaust system, which is designed to discharge exhaust gases; At least one exhaust turbocharger, the at least one exhaust turbocharger comprising a turbine disposed in the exhaust system and a compressor disposed in the intake system, the compressor being equipped with at least one impeller disposed on a rotatable shaft in a compressor housing, and the compressor housing having a boost air conduction flow duct extending from an inlet region of the compressor and downstream of the at least one impeller; as well as An electrically driven compressor is disposed in the intake system downstream of the compressor of the at least one exhaust turbocharger, wherein the compressor housing has at least two outlets, and the pressurized air conduction flow duct branches into at least two arm-shaped duct branches downstream of the at least one impeller, wherein a first arm-shaped duct branch is fluidly coupled to a first outlet and a second arm-shaped duct branch is fluidly coupled to a second outlet, the first outlet directing compressed air from the compressor of the at least one exhaust turbocharger to the electrically driven compressor, and the second outlet bypassing the electrically driven compressor.

2. The supercharged internal combustion engine of claim 1, wherein the supercharged air conduction flow duct is divided into a first arm-shaped duct branch and a second arm-shaped duct branch downstream of the at least one impeller, and wherein a junction is arranged between the first arm-shaped duct branch and the second arm-shaped duct branch.

3. The supercharged internal combustion engine of claim 2, wherein a single shut-off element is arranged at the junction and shaped to regulate the flow of compressed air to each of the first arm-shaped pipe branch and the second arm-shaped pipe branch.

4. The supercharged internal combustion engine according to claim 1, wherein the first arm-shaped pipe branch includes a first shut-off element, and wherein the second arm-shaped pipe branch includes a second shut-off element.

5. The supercharged internal combustion engine of claim 1, further comprising an intercooler disposed between the compressor of the at least one exhaust turbocharger and the electrically driven compressor, and a boost air cooler disposed downstream of each of the compressor of the at least one exhaust turbocharger and the electrically driven compressor.

6. A system for an engine, comprising: A compressor for an exhaust turbocharger, the compressor including a compressor housing having a plurality of outlets, the outlets including a first outlet and a second outlet, wherein the first outlet is configured to direct compressed air from the compressor to an electrically driven compressor, and wherein the second outlet is configured to bypass the compressed air away from the electrically driven compressor.

7. The system of claim 6, further comprising a controller having computer-readable instructions stored in its non-transitory memory, the computer-readable instructions, when executed, enabling the controller to adjust a cut-off element configured to adjust the flow of compressed air to the first outlet in response to a pressure boost provided by the compressor of the exhaust turbocharger being less than a desired pressure boost, thereby increasing the flow of compressed air to the electrically driven compressor.

8. The system of claim 7, wherein the controller further comprises instructions enabling the controller to adjust the cut-off element in response to the boost pressure provided by the compressor of the exhaust turbocharger being equal to the desired boost pressure, thereby reducing the flow of compressed air to the electrically driven compressor.

9. The system of claim 6, wherein the compressor of the exhaust turbocharger is larger than the electrically driven compressor.

10. The system of claim 6, wherein the first outlet is separate from the second outlet, and wherein the compressed air in the first outlet does not mix with the compressed air in the second outlet.

11. The system of claim 6, wherein the second outlet directs compressed air to a bypass, wherein the compressor of the exhaust turbocharger is arranged along a single intake passage, and wherein the electrically driven compressor and the bypass are arranged downstream of the compressor of the exhaust turbocharger in the single intake passage.

12. The system of claim 11, further comprising an intercooler disposed between the compressor of the exhaust turbocharger and the electrically driven compressor, wherein only compressed air flowing through the first outlet flows to the intercooler.

13. The system of claim 11, further comprising a booster air cooler disposed in a single intake passage downstream of each of the electrically driven compressor and the bypass, wherein compressed air exiting the electrically driven compressor and each of the bypass flows to the booster air cooler.

14. A method for an engine, comprising: In response to the pressure boost demand, the boosted air flows to the compressor of the exhaust turbocharger to provide a certain amount of pressure boost; In response to the pressure increase being less than the required pressure increase, a shut-off element arranged in the housing of the compressor is adjusted so that the air compressed by the compressor flows to a first outlet arranged in the housing, wherein the first outlet guides the compressed air to an electrically driven compressor. as well as In response to the pressure increase being equal to the required pressure increase, the cut-off element arranged in the housing of the compressor is adjusted so that the air compressed by the compressor flows to a second outlet arranged in the housing, wherein the second outlet bypasses the electrically driven compressor.

15. The method of claim 14, wherein adjusting the cut-off element to allow the compressed air to flow to the electrically driven compressor further comprises activating an electric motor to rotate the electrically driven compressor.

16. The method of claim 14, wherein the first outlet and the second outlet are adjacent to each other.

17. The method of claim 14, wherein the housing does not include any other inlets or other outlets besides the exhaust turbocharger inlet, the first outlet, and the second outlet.

18. The method of claim 14, wherein the compressed air flowing through the first outlet does not flow into the second outlet or mix with the air in the second outlet.

19. The method of claim 14, further comprising: The process of allowing compressed air to flow through the first outlet also includes allowing the compressed air to flow through an intercooler before allowing the compressed air to flow to the electrically driven compressor.

20. The method of claim 14, wherein the stop element is a pivotable wing.

Images