Method and system for an electric turbine

Abstract

The present invention discloses a method and system for an electric turbocharger. The present invention provides a method and system for electric turbocharger power leads. In one example, a system may include a conduit including at least one coolant jacket surrounding a channel, the channel accommodating a set of electrical leads extending from an energy storage device to the electric turbocharger.

Description

Technical Field

[0001] The present description generally relates to leads coupled to an electric turbine and a coolant jacket associated with the leads.

[0002] Background technology / invention content

[0003] Internal combustion engines may be equipped with turbochargers to improve engine performance. A turbocharger may utilize exhaust energy from the engine to drive a turbine that is mechanically coupled to the engine. As the exhaust flows through the turbine, the compressor may compress the intake air, which may increase engine power output. However, this compression depends on exhaust flow and may be lower than desired at low engine speeds or other engine conditions where exhaust output may be low. This may be referred to as "turbo lag."

[0004] The compressor may be equipped with an electric motor to power the compressor to provide the desired amount of compression when exhaust flow is insufficient. Thus, the electric motor may increase engine power output during transient conditions when exhaust flow is too low to rotate the turbine.

[0005] Some difficulties may be encountered when using an electric turbine. For example, due to packaging constraints, the leads of the electric motor extending from the power supply to the compressor may be in close proximity to the exhaust manifold and / or the turbine housing, which may result in a relatively high temperature environment. As another result of packaging constraints, the components of the engine are located relatively close to each other and assembly difficulties may be increased. Finally, a certain degree of water tightness may be desired to prevent current leakage between one or more leads.

[0006] In one example, the above problem can be solved by a system comprising: an electric turbocharger housing including at least an electric motor, and wherein the electric turbocharger receives and exhausts coolant via first and second passages contained within a conduit, the first and second passages surrounding a set of leads extending through the conduit to the electric turbocharger. In this way, the relatively high temperature of the ambient exhaust environment cannot degrade the leads extending to the electric turbocharger.

[0007] As an example, the set of leads may be arranged in a hollow channel of the conduit, and wherein the first channel and the second channel are fluidly separated from the hollow channel. The conduit may be flexible and wrapped around a turbine or an exhaust manifold. The electric turbocharger may include a first gasket, and the conduit may include a second gasket configured to cooperate with the first gasket. The first gasket and the second gasket include a coolant port and an electrical port, the coolant port being configured to adjust the coolant flow between the electric turbocharger and the first and second channels, and wherein the electrical port is configured to guide the set of leads from the conduit to the conductor of the electric turbocharger. In this way, the conduit can escort the electrical leads from the battery to the electric turbocharger while preventing the leads from overheating.

[0008] It should be understood that the above summary is provided to introduce a series of concepts in a simplified form, which are further described in the detailed description. This is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A schematic diagram of a hybrid engine including at least one cylinder is shown.

[0010] Figure 2 A multi-cylinder engine with an electric turbocharger is shown.

[0011] Figure 3 An embodiment of a catheter including a coolant passage and a set of leads is shown.

[0012] Figure 4A , Figure 4B and Figure 4C Various views of the catheter are shown.

[0013] Figure 5 A cross-sectional view of a catheter including the set of leads is shown to illustrate the relationship between the coolant channels and the leads.

[0014] Figure 3-5 Shown approximately to scale.

[0015] Figure 6 A method for manipulating coolant flow through a coolant jacket of a conduit during a cold start is shown. DETAILED DESCRIPTION

[0016] The following description relates to systems and methods for a conduit for housing a set of electrical leads. The conduit may also include a coolant jacket configured to fluidly couple to a plurality of devices that also include a coolant jacket. The engine may include a turbocharger and an electric turbocharger, such as Figure 1 and Figure 2 As shown. Due to packaging constraints, the leads extending from the energy storage device (e.g., a battery) may be forced to wrap around high temperature devices of the engine (e.g., a turbine and / or exhaust manifold) to reach the electric turbocharger. In this way, the coolant jacket of the conduit may serve to prevent overheating of the conduit and simplify the connection of the wires to the electric turbocharger. This simplification may be the result of reducing one or more coolant passages by introducing the coolant into the electric turbocharger via the coolant jacket of the conduit. Figure 3 The engagement between the electric turbocharger and the conduit is shown. Figure 4A , Figure 4B and Figure 4C Various embodiments of the hollow passageway of the catheter and the coolant jacket are shown. Figure 5 A set of electrical leads are shown extending through the hollow passage. Figure 6 A method for manipulating coolant flow through a coolant jacket of a conduit during a cold start is shown.

[0017] Figure 1-5An exemplary configuration is shown by the relative positioning of various components. If it is shown as directly contacting each other or directly connected, then at least in one example, these elements can be referred to as directly contacting or directly connected respectively. Similarly, at least in one example, the elements shown to be adjacent to or adjacent to each other can be adjacent to or adjacent to each other respectively. As an example, the components that are coplanar in contact with each other can be referred to as coplanar in contact. As another example, in at least one example, the elements that are positioned separately from each other with only a spacing therebetween and without other components can be referred to as such. As another example, the elements shown as above / below each other, on both sides opposite to each other or on the left / right side of each other can be referred to as such relative to each other. In addition, as shown in the figure, in at least one example, the top element or the top point of the element can be referred to as the "top" of the component, and the bottommost element or the bottommost point of the element can be referred to as the "bottom" of the component. As used herein, top / bottom, up / down, above / below can be relative to the vertical axis of the accompanying drawings, and can be used to describe the positioning of the elements relative to each other in the figure. In this way, in one example, the element shown as above other elements is vertically positioned above other elements. As yet another example, the shapes of elements depicted in the drawings may be referred to as having those shapes (e.g., such as circular, straight, flat, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Additionally, in one example, an element shown as being within another element or an element shown as being outside another element may be referred to as such. It should be understood that one or more components referred to as "substantially similar and / or identical" may differ from one another based on manufacturing tolerances (e.g., within a 1-5% deviation).

[0018] Figure 1 An example of a cylinder of an internal combustion engine 10 included in an engine system 7 of a vehicle 5 is depicted. The engine 10 may be controlled at least in part by a control system including a controller 12, and by input from a vehicle operator 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The cylinder 14 (which may be referred to herein as a combustion chamber) of the engine 10 may include a combustion chamber wall 136 in which a piston 138 is positioned. The piston 138 may be coupled to a crankshaft 140 so that the reciprocating motion of the piston is converted into the rotational motion of the crankshaft. The crankshaft 140 may be coupled to at least one drive wheel of the passenger vehicle via a transmission system. In addition, a starter motor (not shown) may be coupled to the crankshaft 140 via a flywheel to enable a starting operation of the engine 10.

[0019] Cylinder 14 may receive intake air via a series of intake passages 142 , 144 , and 146 . Intake passage 146 may communicate with other cylinders of engine 10 in addition to cylinder 14 . Figure 1 Engine 10 is shown configured with a turbocharger 175 including a compressor 174 arranged between intake passages 142 and 144, and an exhaust turbine 176 arranged along exhaust passage 148. Exhaust turbine 176 may at least partially power compressor 174 via shaft 180. In some examples, such as Figure 2 In an example, compressor 174 may also be powered by an electric motor, which may receive power from an energy storage device (e.g., battery 58). A throttle valve 162 including a throttle plate 164 may be provided along an intake passage of the engine for varying the flow rate and / or pressure of intake air provided to the engine cylinders. For example, Figure 1 As shown, throttle valve 162 may be positioned downstream of compressor 174 , or alternatively may be provided upstream of compressor 174 .

[0020] like Figure 1 and Figure 2 As shown in the embodiment of FIG. 1 , conduit 42 may extend from battery 58 to an electric turbocharger. The electric turbocharger may include a compressor 174 and an electric motor (such as Figure 2 Due to the packaging arrangement of various engine components (e.g., turbocharger 175, battery 58, engine 10, and exhaust passage 148), conduit 42 can be wrapped and / or coiled around the exhaust side of engine 10 as it extends toward the electric motor of compressor 174. The direction and connection of the conduit are shown by arrows A and B. As shown, conduit 42 extends near exhaust passage 148, where temperatures may be relatively high. These high temperatures may degrade the performance of one or more leads (e.g., electrical leads and, in some examples, first leads and second leads for providing power as power and ground) extending from battery 58 to the electric motor of compressor 174. Therefore, conduit 42 may include at least one cooling jacket (as shown in the figure below) for assisting in maintaining the desired temperature of the leads. Conduit 42 and cooling jacket are described in more detail below.

[0021] Exhaust passage 148 may receive exhaust gases from other cylinders of engine 10 in addition to cylinder 14. Exhaust gas sensor 128 is shown coupled to exhaust passage 148 upstream of emission control device 178. For example, sensor 128 may be selected from a variety of suitable sensors for providing an indication of exhaust air / fuel ratio, such as a linear oxygen sensor or UEGO (universal or wide range exhaust gas oxygen content), a two-state oxygen sensor or EGO (as depicted), HEGO (heated EGO), NOx, HC, or CO sensor. Emission control device 178 may be a three-way catalyst (TWC), a NOx trap, various other emission control devices, or combinations thereof.

[0022] Each cylinder of engine 10 may include one or more intake valves and one or more exhaust valves. For example, cylinder 14 is shown including at least one intake poppet valve 150 and at least one exhaust poppet valve 156 located at an upper region of cylinder 14. In some examples, each cylinder of engine 10 (including cylinder 14) may include at least two intake poppet valves and at least two exhaust poppet valves located at an upper region of the cylinder.

[0023] Controller 12 may control intake valve 150 via actuator 152. Similarly, controller 12 may control exhaust valve 156 via actuator 154. In some cases, controller 12 may change the signals provided to actuators 152 and 154 to control the opening and closing of the corresponding intake valve and exhaust valve. The positions of intake valve 150 and exhaust valve 156 may be determined by corresponding valve position sensors (not shown). The valve actuator may be an electric valve actuation type or a cam actuation type, or a combination thereof. Intake valve timing and exhaust valve timing may be controlled simultaneously, or any possible scheme of variable intake cam timing, variable exhaust cam timing, dual independent variable cam timing, or fixed cam timing may be used. Each cam actuation system may include one or more cams, and may utilize one or more of the following: cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and / or variable valve lift (VVL) systems, which may be operated by controller 12 to change valve operation. For example, cylinder 14 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and / or VCT. In other examples, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system.

[0024] Cylinder 14 may have a compression ratio, which is the ratio of volume when piston 138 is at bottom center to volume when piston 138 is at top center. In one example, the compression ratio is in the range of 9:1 to 10:1. However, in some examples using different fuels, the compression ratio may be increased. For example, this may occur when using a higher octane fuel or a fuel with a higher latent enthalpy of vaporization. The compression ratio may also be increased if direct injection is used due to its effect on engine knock.

[0025] In some examples, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. Under select operating modes, ignition system 190 may provide an ignition spark to cylinder 14 via spark plug 192 in response to spark advance signal SA from controller 12. However, in some embodiments, spark plug 192 may be omitted, such as where engine 10 may initiate combustion by auto-ignition or by injection of fuel (as may be the case in some diesel engines).

[0026] In some examples, each cylinder of engine 10 may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, cylinder 14 is shown as including two fuel injectors 166 and 170. Fuel injectors 166 and 170 may be configured to deliver fuel received from fuel system 8. Fuel system 8 may include one or more fuel tanks, fuel pumps, and fuel rails. Fuel injector 166 is shown directly coupled to cylinder 14 for direct injection therein of fuel in proportion to the pulse width of signal FPW-1 received from controller 12 via electronic driver 168. In this manner, fuel injector 166 provides what is known as direct injection (hereinafter referred to as "DI") of fuel into combustion cylinder 14. Although Figure 1 Injector 166 is shown positioned to one side of cylinder 14, but may alternatively be located on top of the piston, such as near spark plug 192. Due to the lower volatility of some alcohol-based fuels, such a location may improve mixing and combustion when the engine is operated on alcohol-based fuels. Alternatively, the injector may be located on top of and near the intake valve to improve mixing. Fuel may be delivered to fuel injector 166 from a fuel tank of fuel system 8 via a high pressure fuel pump and fuel rail. Additionally, the fuel tank may have a pressure transducer that provides a signal to controller 12.

[0027] In a configuration that provides what is known as port fuel injection (hereinafter referred to as "PFI") into the intake port upstream of cylinder 14, fuel injector 170 is shown arranged in intake passage 146 rather than in cylinder 14. Fuel injector 170 may inject fuel received from fuel system 8 via electronic driver 171 in proportion to the pulse width of signal FPW-2 received from controller 12. It should be noted that a single driver 168 or 171 may be used for both fuel injection systems, or multiple drivers (e.g., driver 168 for fuel injector 166 and driver 171 for fuel injector 170) may be used as depicted.

[0028] In an alternative example, each of fuel injectors 166 and 170 may be configured as a direct fuel injector for injecting fuel directly into cylinder 14. In yet another example, each of fuel injectors 166 and 170 may be configured as a port fuel injector for injecting fuel upstream of intake valve 150. In still other examples, cylinder 14 may include only a single fuel injector that is configured to receive different relative amounts of different fuels from a fuel system as a fuel mixture and is further configured to either inject this fuel mixture directly into the cylinder (as a direct fuel injector) or inject this fuel mixture upstream of the intake valve (as a port fuel injector).

[0029] Fuel can be delivered to the cylinder by two injectors during a single cycle of the cylinder. For example, each injector can deliver a portion of the total fuel injection burned in cylinder 14. In addition, the distribution and / or relative amount of the fuel delivered from each injector can vary with operating conditions such as engine load, knock and exhaust temperature as described below. During the opening intake valve event, the closing intake valve event (e.g., substantially before the intake stroke), and during the opening and closing intake valve operation, the fuel injected by the port can be delivered. Similarly, for example, during the intake stroke and partly during the previous exhaust stroke, during the intake stroke and partly during the compression stroke, the fuel injected directly can be delivered. Therefore, even for a single combustion event, the injected fuel can be injected from the port injector and the direct injector at different timings. In addition, for a single combustion event, multiple injections can be performed on the delivered fuel in each cycle. Multiple injections can be performed during the compression stroke, the intake stroke, or any appropriate combination thereof.

[0030] Fuel injectors 166 and 170 may have different characteristics. These include size differences, for example, one injector may have a larger spray hole than the other injector. Other differences include, but are not limited to: different spray angles, different operating temperatures, different aiming, different injection timing, different spray characteristics, different locations, etc. In addition, depending on the distribution ratio of the fuel injected in injectors 170 and 166, different effects may be achieved.

[0031] The fuel tank in the fuel system 8 can hold fuel of different fuel types, such as fuel with different fuel qualities and different fuel compositions. The differences may include different alcohol contents, different water contents, different octane numbers, different heats of evaporation, different fuel blends, and / or combinations thereof. An example of a fuel with different heats of evaporation may include gasoline as a first fuel type with a lower heat of evaporation and ethanol as a second fuel type with a higher heat of evaporation. In another example, the engine may use gasoline as the first fuel type, and use an alcohol-containing fuel blend such as E85 (which is about 85% ethanol and 15% gasoline) or M85 (which is about 85% methanol and 15% gasoline) as the second fuel type. Other feasible materials include water, methanol, a mixture of alcohol and water, a mixture of water and methanol, a mixture of alcohol, etc.

[0032] The controller 12 Figure 1 10 is shown as a microcomputer, which includes a microprocessor unit 106, input / output ports 108, an electronic storage medium for executable programs and calibration values ​​(in this particular example, shown as a non-volatile read-only memory chip 110 for storing executable instructions), a random access memory 112, a keep-alive memory 114, and a data bus. In addition to those signals previously discussed, the controller 12 may also receive various signals from sensors coupled to the engine 10, including the following measurements: sensed mass air flow (MAF) from a mass air flow sensor 122; engine coolant temperature (ECT) from a temperature sensor 116 coupled to a cooling jacket 118; a profile ignition pickup signal (PIP) from a Hall effect sensor 120 (or other type) coupled to a crankshaft 140; a throttle position (TP) from a throttle position sensor; and an absolute manifold pressure signal (MAP) from a sensor 124. The controller 12 may generate an engine speed signal, RPM, based on the signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold.Controller 12 may infer engine temperature based on the engine coolant temperature.

[0033] As mentioned above, Figure 1Only one cylinder of a multi-cylinder engine is shown. Thus, each cylinder may similarly include its own set of intake / exhaust valves, fuel injectors, spark plugs, etc. It should be appreciated that engine 10 may include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12, or more cylinders. In addition, each of these cylinders may include a plurality of intake / exhaust valves, a plurality of fuel injectors, a plurality of spark plugs, and a plurality of fuel injectors. Figure 1 Some or all of the various components described and depicted with reference to cylinder 14 .

[0034] In some examples, the vehicle 5 may be a hybrid vehicle having multiple torque sources available for one or more wheels 55. In other examples, the vehicle 5 is a conventional vehicle having only an engine. In the example shown, the vehicle 5 includes an engine 10 and an electric machine 52. The electric machine 52 may be a motor or a motor / generator. When one or more clutches 56 are engaged, the crankshaft 140 of the engine 10 and the electric machine 52 are connected to the wheels 55 through the transmission 54. In the depicted example, the first clutch 56 is disposed between the crankshaft 140 and the electric machine 52, and the second clutch 56 is disposed between the electric machine 52 and the transmission 54. The controller 12 may send a signal to the actuator of each clutch 56 to engage or disengage the clutch so as to connect or disconnect the crankshaft 140 with the electric machine 52 and the components connected thereto, and / or connect or disconnect the electric machine 52 with the transmission 54 and the components connected thereto. The transmission 54 may be a gearbox, a planetary gear system, or other types of transmissions. The powertrain may be configured in various ways, including as a hybrid vehicle in parallel, series, or series-parallel.

[0035] The electric machine 52 receives power from the traction battery 58 to provide torque to the wheels 55. The electric machine 52 may also operate as a generator to provide power to charge the battery 58, such as during a braking operation.

[0036] Now turn to Figure 2 , which shows an embodiment 200 of engine 10. As such, previously introduced components may be similarly numbered in subsequent figures. Embodiment 200 also includes a radiator 202, an electric turbocharger 210 including an electric motor 212 coupled to compressor 174, and an exhaust manifold 246.

[0037] As shown, the intake air flows through the radiator before flowing into the compressor 174, where the intake air can be compressed. Downstream of the compressor 174, the intake air can enter the intake manifold 146 and then flow into the cylinder 14 and other cylinders of the engine 10. After combustion, the exhaust from the cylinder 14 and other cylinders of the engine 10 can flow into the exhaust manifold 246, where the exhaust can be mixed before entering the exhaust passage 148. As described above, the exhaust passage 148 includes the turbine 176 and at least one aftertreatment device (e.g., the aftertreatment device 178). Although now shown, the embodiment 200 can be further configured with a high pressure exhaust gas recirculation (HP-EGR) passage and / or a low pressure exhaust gas recirculation (LP-EGR) passage.

[0038] Prior to engaging the electric motor 212 of the electric turbocharger 210, the conduit 42 extends from the battery 58 proximate to each of the turbine 176 and the exhaust manifold 246. Heat from the exhaust manifold 246 and the turbine 176 may radiate toward the conduit 42, thereby increasing the temperature of the conduit 42. A set of leads (e.g., electrical leads) configured to supply power from the battery 58 to the electric motor 212 during some engine conditions may be affected by the heat. For example, the heat may degrade the leads, where the degradation may include melting insulation around the leads.

[0039] Conduit 42 may include at least one coolant jacket configured to receive coolant from one or more components of engine 10 to mitigate thermal degradation of leads disposed therein. Arrow 222 depicts a fluid coupling between radiator 202 and conduit 42. Coolant flow between radiator 202 and conduit 42 may be regulated via first valve 224. Arrow 232 represents a coolant jacket of cylinder 14 (e.g., Figure 1 A fluid connection is provided between the radiator 202 and the conduit 42. The coolant flow between the radiator 202 and the conduit 42 can be adjusted via the second valve 234. In this way, coolant from the radiator 202 and the cylinder 14 and other cylinder coolant jackets of the engine 10 can flow into at least one coolant jacket of the conduit 42, where the coolant can be directed to the coolant jacket of the electric turbocharger 210 or to some other coolant jacket of the engine 10. For example, at least one coolant jacket of the conduit 42 can also be fluidly coupled to a coolant jacket of a braking system (e.g., brake pads). Additionally or alternatively, at least one coolant jacket of the conduit 42 can be fluidly coupled to a turbocharger (e.g., Figure 1 The coolant jacket of the turbocharger 175).

[0040] The conduit 42 and the at least one coolant jacket of the electric turbocharger 210 will be described in greater detail below.

[0041] Now turn to Figure 3 , which illustrates an embodiment 300, showing an exploded view of the fit between the conduit 42 and the electric turbocharger 210. The electric turbocharger 210 may include a first washer 310 protruding from a surface thereof. In one example, the first washer 310 protrudes from a surface of a bearing and / or a motor housing of the electric turbocharger 210.

[0042] The first washer 310 also includes a pair of bores 312 arranged on opposite ends of the washer. The bores 312 can be respectively configured to receive bolts. Additionally or alternatively, the bores 312 can be at least partially threaded to allow the bores to receive screws.

[0043] The coolant port 314 may be disposed on the first gasket 310. The coolant port 314 may fluidly couple the coolant jacket of the electric turbocharger 210 to a coolant passage and / or a coolant jacket of an external device. In some examples, the coolant port 314 may be divided into two separate ports, with a first portion of the coolant port 314 serving as an inlet and a second portion of the coolant port 314 serving as an outlet. The first portion may be hermetically sealed relative to the second portion such that coolant flowing into the electric turbocharger coolant jacket via the first portion does not mix with coolant flowing out of the electric turbocharger coolant jacket via the second portion.

[0044] An electrical port 316 can be disposed on the first gasket 310. The electrical port 316 can be configured to receive a set of electrical leads from the conduit 42. In one example, the electrical port 316 is sized to receive a set of electrical leads in a pigtail configuration. The electrical port 316 can direct the set of electrical leads to a conductor configured to couple to the electrical leads and receive power therefrom.

[0045] The first gasket 310 can include various materials. In some embodiments, the gasket 310 can include rubber, plastic, iron, carbon fiber, magnesium, steel or a combination thereof. In one example, the gasket 310 is elastic.

[0046] The conduit 42 may include a second washer 320 configured to interface with the first washer 310. When the second washer 320 interfaces with the first washer 310, the two washers may be physically coupled to each other. As such, the bore 322 of the second washer 320 may be aligned with the bore 312 of the first washer 310, through which a fastener (e.g., a screw or bolt) may extend. Additionally or alternatively, the first washer 310 and the second washer 320 may be physically coupled via an adhesive, welding, fusion, or the like.

[0047] Second gasket 320 may also include a coolant port shaped similarly to coolant port 314 of first gasket 310. The coolant port of second gasket 320 may also include an inlet and outlet similar to that of coolant port 314 to assist in regulating coolant flow into and out of the coolant jacket of electric turbocharger 210.

[0048] The second gasket 320 may also include an electrical port similar to the electrical port 316 of the first gasket 310. Thus, a set of electrical leads extending through the conduit 42 in a pigtail configuration may extend through the electrical port of the second gasket 320 before extending through the electrical port 316 and coupling to the conductors of the electric turbocharger 210.

[0049] The second gasket 320 may include various materials. In one example, the second gasket 320 includes the same material as the first gasket 310. Alternatively, the material of the second gasket 320 may be different from the material of the first gasket 310.

[0050] The conduit 42 may be physically coupled to the second gasket 320 via one or more fasteners, welds, fusions, adhesives, etc. The conduit 42 may include openings similar to the coolant port 314 and the electrical port 316. In this way, the coolant jacket of the conduit 42 may be in fluid communication with the coolant jacket of the electric turbocharger 210 via the coolant port without allowing the coolant to contact the electrical leads of the conductors extending from the conduit 42 through the electrical port and to the electric turbocharger 210.

[0051] A coolant connection 350 is shown coupled to the conduit 42. The coolant port 350 may be configured to allow coolant to flow toward a coolant jacket of the conduit 42. Additionally or alternatively, the coolant port 350 may be configured to allow coolant to flow out of the coolant jacket of the conduit 42 to the engine (e.g., Figure 1 and Figure 2 For example, the coolant connection 350 can be configured to adjust the coolant jacket of the conduit 42 to the radiator (e.g., Figure 2 of the radiator 202).

[0052] Now turn to Figure 4A , which shows an embodiment 400 of the conduit 42. The conduit 42 includes a hollow passage 410, which can extend through the entire length of the conduit 42. The hollow passage 410 can accommodate the set of electrical leads. A coolant jacket 420 can circumferentially surround the hollow passage 410. An inner surface 432 can be disposed between the coolant jacket 420 and the hollow passage 410. In this way, coolant from the coolant jacket 420 cannot flow into the hollow passage 410, thereby preventing direct interaction between the coolant and the electrical leads.

[0053] The outer surface 434 can be radially spaced from the inner surface 432 and can define the volume of the coolant jacket 420. Thus, the circumference of the outer surface 434 can be greater than the circumference of the inner surface 432. Additionally or alternatively, in addition to the coolant connection (e.g., Figure 3 In addition to the coolant connection 350, there can be no additional inlet or additional outlet in the outer surface 434. Therefore, the coolant in the coolant jacket 420 cannot flow to the ambient atmosphere or the hollow channel 410. In some embodiments, Figure 3 The coolant port of the second gasket 320 may be fluidly coupled to the coolant jacket 420 .

[0054] The outer surface 434 and the inner surface 432 may include one or more materials, including but not limited to steel, plastic, carbon fiber, magnesium, iron, metal, etc. The outer surface 434 and the inner surface 434 may be substantially cylindrical in shape and have a circular cross-section. When the conduit 42 is removed from the battery (e.g., Figure 1 and Figure 2 The battery 58 extends to the electric turbocharger (e.g. Figure 2 When the electric turbocharger 210 is used, the outer surface 434 and the inner surface 432 may include one or more bends or turns.

[0055] Now turn to Figure 4B , which shows an embodiment 450 of a hollow channel 410 and a coolant jacket 420. Specifically, the hollow channel 410 can be separated from the coolant channel 420 via a first isolation portion 440. The first isolation portion 440 can be a double-walled surface, including a first inner wall 442 and a second inner wall 444. The first inner wall 442 can be radially inside the second inner wall 444, wherein the first inner wall 442 can contact the hollow channel 410. Therefore, the second inner wall 444 can contact the coolant in the coolant jacket 420. The first inner wall 442 and the second inner wall 444 can be spaced apart from each other to define the volume of the first isolation portion 440. Vacuum, air, liquid, etc. can fill the first isolation portion 440, thereby providing some thermal separation between the hollow channel 410 and the coolant jacket 420. In one example, the first isolation portion 440 reduces the heat transfer between the coolant in the coolant jacket 420 and the electrical leads in the hollow channel 410.

[0056] Additionally, the coolant jacket 420 may include a second insulating portion 460, wherein the second insulating portion may include a first outer wall 462 and a second outer wall 464. The first outer wall 462 may be radially inside and spaced apart from the second outer wall 464, thereby defining a volume of the second insulating portion 460. A vacuum, air, liquid, and / or the like may fill the second insulating portion 460. In some examples, the volume and filling of the second insulating portion 460 may be substantially the same as the volume and filling of the first insulating portion 440.

[0057] Each of the first inner wall 442 , the second inner wall 444 , the first outer wall 462 , and the second outer wall 464 may include various materials, including but not limited to one or more of steel, iron, plastic, carbon fiber, magnesium, and the like.

[0058] The coolant jacket 420 can be disposed between the second inner wall 444 and the first outer wall 462. Thus, the second insulating portion 460 can be configured to reduce the coolant jacket 420 from the exhaust device (e.g., Figure 2 4 and the turbine 174). It should be appreciated that the size of the first insulating portion and the second insulating portion may be adjusted based on the desired heat transfer characteristics. For example, it may be desirable to reduce the volume of the second insulating portion 460 or omit the second insulating portion 460 entirely to allow the coolant in the coolant jacket 420 to receive heat from the exhaust during some engine operating conditions (e.g., cold start). Therefore, in some embodiments, the first insulating portion 440 may be the only insulating portion or may be larger than the second insulating portion 460. By making the insulating portion larger, the portion may be more insulating and thus less heat may be transferred between the two regions.

[0059] Now turn to Figure 4C , which shows an embodiment 475 of the catheter 42. The embodiment 475 can be used with Figure 4A Embodiment 400 is substantially the same, except that the coolant jacket 420 is divided into two portions including a first portion 482A and a second portion 482B. Relative to the coolant connection 350, the first portion 482A can correspond to the coolant inlet of the conduit 42, and the second portion 482B can correspond to the coolant outlet of the conduit 42. In this way, the first portion 482A can be further configured to deliver coolant to the coolant jacket of the electric turbocharger. The second portion 482B can be configured to receive coolant from the coolant jacket of the electric turbocharger. In one example, the coolant jacket of the electric turbocharger only receives coolant from the coolant jacket 420 and delivers coolant to the coolant jacket 420. In this way, the reduction of coolant passages to and from the electric turbocharger can reduce crowding around the electric turbocharger, thereby reducing packaging constraints and reducing the need to connect the second gasket to the first gasket (e.g., Figure 3 Additionally or alternatively, the electric turbocharger coolant jacket may receive coolant only from the conduit coolant jacket, but the electric turbocharger coolant jacket may flow coolant to destinations other than the conduit coolant jacket (e.g., a radiator). Additionally or alternatively, in some embodiments, the electric turbocharger may receive coolant from and send coolant to the conduit coolant jacket and other coolant sources of the engine.

[0060] Now turn to Figure 5 , which shows a cross-section 500 of the conduit 42. The cross-section 500 exposes a set of electrical leads 510 extending through the hollow passage 410 of the conduit 42. The electrical leads 510 can extend from the battery 58, wherein the electrical leads 510 enter the hollow passage 410 via a seal 522 disposed in the adapter 520. The seal can prevent water, debris, etc. from entering the hollow passage 410 and contacting the electrical leads 510. In one example, the adapter 520 is an elastic bushing compressed by a nut. The conduit 42 may include one or more flexible features to allow the surface of the conduit 42 to bend and / or twist around one or more engine components so that an assembler can easily couple the second gasket 320 to the first gasket of the electric turbocharger (e.g., Figure 3 The electrical leads 510 may be in a pigtail configuration where the individual leads of the electrical leads are braided together as they pass through the hollow passage 410.

[0061] Now turn to Figure 6 , which shows a method 600 of the conduit 42. The controller may be based on instructions stored in the memory of the controller and in conjunction with sensors from the engine system (such as those referenced above). Figure 1 The controller may utilize signals received from sensors (described in conjunction with the foregoing) to execute instructions for performing method 400. According to the method described below, the controller may employ engine actuators of the engine system to adjust engine operation.

[0062] Method 600 begins at 602, where method 600 may include determining, estimating, and / or measuring current engine operating parameters. Current engine operating parameters may include, but are not limited to, one or more of throttle position, engine temperature, engine speed, manifold pressure, vehicle speed, exhaust gas recirculation flow rate, and air / fuel ratio.

[0063] At 604, method 600 may include determining whether the engine temperature is less than a threshold temperature. The threshold temperature may be based on ambient temperature or a desired engine operating temperature. The engine temperature may be estimated based on feedback from a temperature sensor disposed in a cylinder coolant jacket, an exhaust passage, etc.

[0064] If the engine temperature is not below the threshold temperature, method 600 may proceed to 606 to maintain the current engine operating parameters and unseal the coolant in the conduit coolant jacket. Additionally, when cooling of the electric turbocharger is desired (e.g., during a tip-in), the coolant in the conduit coolant jacket may be directed to the coolant jacket of the electric turbocharger.

[0065] If the engine temperature is below a threshold temperature, method 600 may proceed to 608 to seal the coolant in the conduit coolant jacket. Sealing the coolant in the conduit coolant jacket may include filling at least one of the conduit coolant jackets with coolant and not allowing the coolant to flow to the electric turbocharger. Additionally or alternatively, the coolant in the conduit coolant jacket cannot flow to a radiator, a cylinder coolant jacket, and / or the like. In this way, the conduit coolant jacket may be fluid-sealed when the coolant is maintained in the conduit coolant jacket during a cold start (e.g., when the engine temperature is below a threshold temperature). By doing so, high temperatures from the exhaust device may heat the coolant maintained in the conduit coolant jacket. In one example, a valve may be arranged between the conduit coolant jacket and the electric turbocharger coolant jacket, wherein the valve is switched to a closed position when the coolant is maintained in the conduit coolant jacket.

[0066] At 610, method 600 may include circulating coolant in the conduit coolant jacket with coolant in the cylinder coolant jacket. By doing so, hot coolant from the conduit coolant jacket may mix with cooler coolant in the cylinder coolant jacket. In some embodiments, the method may begin circulating coolant after a threshold duration (e.g., 5 seconds). In some embodiments, additionally or alternatively, the method may begin circulating coolant after a threshold number of cylinder combustions (e.g., 5). The coolant may be circulated via a valve (e.g., Figure 2 The second valve 234 of the embodiment can adjust the cycle. The valve 234 can oscillate between the open position and the closed position to perform the cycle.

[0067] At 612, method 600 includes determining whether the engine temperature is still less than the threshold temperature. If the engine temperature is not less than the threshold temperature, method 600 may proceed to 606. If the engine temperature is less than the threshold temperature, the method continues to 614 to continue circulating the coolant.

[0068] In some examples, if there is an electric boost demand during a cold start, the method can optionally include flowing at least some of the coolant retained in the conduit coolant jacket to the electric turbocharger coolant jacket. The amount of coolant sent to the electric turbocharger during a cold start can be less than the amount of coolant sent to the electric turbocharger during engine operating conditions where the engine operating temperature is greater than or equal to a threshold temperature.

[0069] In this way, a flexible conduit may be involved with a set of electrical leads from the energy storage device to the electric turbocharger. The conduit may also include at least one coolant jacket for maintaining the temperature of the electrical leads and preventing thermal degradation of the leads. The technical effect of incorporating at least one coolant jacket into the conduit is to protect the electrical leads and provide coolant to the electric turbocharger. By doing so, the number of coolant hoses supplying coolant to the electric turbocharger may be reduced, thereby reducing packaging constraints and simplifying manufacturing.

[0070] A system includes: an electric turbocharger housing including at least an electric motor, and wherein the electric turbocharger receives and discharges coolant via a first channel and a second channel contained within a conduit, the first channel and the second channel surrounding a set of leads extending through the conduit to the electric turbocharger. The first example of the system also includes wherein the conduit is wrapped around a turbine or an exhaust manifold. The second example of the system (optionally including the first example) also includes wherein the set of leads is arranged in a hollow channel of the conduit, and wherein the first channel and the second channel are fluidly separated from the hollow channel. The third example of the system (optionally including the first example and / or the second example) also includes wherein the first channel and the second channel are fluidly coupled to a cylinder coolant jacket. The fourth example of the system (optionally including one or more of the first to third examples) also includes wherein the first channel and the second channel are fluidly coupled to a radiator. The fifth example of the system (optionally including one or more of the first to fourth examples) also includes wherein the conduit is flexible. The sixth example of the system (optionally including one or more of the first to fifth examples) also includes wherein the conduit includes an elastomeric adapter for engaging with an energy storage device. A seventh example of the system (optionally including one or more of the first to sixth examples) also includes wherein the elastomeric adapter is sealed relative to the conduit and the energy storage device to prevent water from entering therebetween. An eighth example of the system (optionally including one or more of the first to seventh examples) also includes wherein the electric turbocharger includes a first gasket and the conduit includes a second gasket configured to cooperate with the first gasket, and wherein the first gasket and the second gasket include a coolant port and an electrical port, the coolant port being configured to adjust coolant flow between the electric turbocharger and the first and second passages, and wherein the electrical port is configured to guide the set of leads from the conduit to the conductors of the electric turbocharger, and wherein the coolant does not contact the set of leads at the gasket.

[0071] A method includes: sealing coolant in a conduit coolant jacket of a conduit, wherein the conduit contains a set of electrical conductors extending from an energy storage device to an electric turbocharger; and circulating the coolant in the conduit coolant jacket with the coolant in the cylinder coolant jacket in response to an engine cold start. The first example of the method also includes wherein after the sealing, the circulation begins after a threshold duration. The second example of the method (optionally including the first example) also includes wherein after the sealing, the circulation begins after a threshold number of combustions. The third example of the method (optionally including the first example and / or the second example) also includes wherein the sealing includes preventing coolant from flowing from the conduit coolant jacket to the coolant jacket of the electric turbocharger. The fourth example of the method (optionally including one or more of the first to third examples) also includes wherein the conduit coolant jacket is the only source of coolant for the coolant jacket of the electric turbocharger. The fifth example of the method (optionally including one or more of the first to fourth examples) also includes wherein outside of the engine cold start, the conduit coolant jacket causes coolant to flow to the coolant jacket of the electric turbocharger.

[0072] A system comprising: an electric turbocharger comprising a compressor coupled to an electric motor; an energy storage device configured to supply power to the electric motor via a set of leads; and a conduit accommodating the set of leads and extending from the energy storage device to the electric motor, the conduit also comprising at least one coolant jacket in fluid communication with an electric turbocharger coolant jacket. A first example of the system also includes wherein the at least one coolant jacket comprises a first portion and a second portion, the first portion being configured to supply coolant to the electric turbocharger coolant jacket, and the second portion being configured to receive coolant from the electric turbocharger coolant jacket, wherein the first portion and the second portion are sealed relative to each other, wherein the leads electrically couple a power source to the electric motor to provide a drive current and capture a regenerative electric motor braking current. A second example of the system optionally includes wherein the at least one coolant jacket surrounds a hollow passage through which the set of leads extends. A third example of the system (optionally including the first example and / or the second example) also includes wherein the conduit is metal. A fourth example of the system (optionally including one or more of the first to third examples) also includes wherein the electric turbocharger and the conduit include elastomeric washers configured to be coupled to each other.

[0073] It should be noted that the exemplary 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 a non-temporary memory and can be executed by a control system including a controller in combination with various sensors, actuators and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies (such as event-driven, intermittently driven, multi-tasking, multi-threading, etc.). In this way, the various actions, operations and / or functions shown can be performed in the order shown, can be performed in parallel, or in some cases, can be omitted. Similarly, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations and / or functions shown can be repeatedly performed according to the specific strategy used. In addition, the described actions, operations and / or functions can graphically represent the code in the non-temporary memory of the computer-readable storage medium to be programmed into the engine control system, wherein the described actions are implemented by executing the instructions in a system including various engine hardware components in combination with an electronic controller.

[0074] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered in a limiting sense, as many variations are possible. For example, the above technology can be applied to V-6, inline 4, inline 6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or characteristics disclosed herein.

[0075] The following claims particularly point out certain combinations and subcombinations that are considered novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include the incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amendment of the present claims or by presenting new claims in this or a related application. Such claims are also considered to be included in the subject matter of the present disclosure, whether broader, narrower, the same, or different in scope than the original claims.

[0076] According to the present invention, a system is provided having an electric turbocharger housing including at least an electric motor, and wherein the electric turbocharger receives and exhausts coolant via first and second passages contained within a conduit, the first and second passages surrounding a set of leads extending through the conduit to the electric turbocharger.

[0077] According to one embodiment, the duct is wound around the turbine or the exhaust manifold.

[0078] According to one embodiment, the set of leads is arranged in a hollow channel of the catheter, and wherein the first channel and the second channel are fluidly separated from the hollow channel.

[0079] According to one embodiment, the first passage and the second passage are fluidly coupled to a cylinder coolant jacket.

[0080] According to one embodiment, the first channel and the second channel are fluidly coupled to a heat sink.

[0081] According to one embodiment, the catheter is flexible.

[0082] According to one embodiment, the catheter comprises an elastomeric adapter for engaging the energy storage device.

[0083] According to one embodiment, the elastomeric adapter is sealed relative to the conduit and the energy storage device to prevent the ingress of water therebetween.

[0084] According to one embodiment, the electric turbocharger includes a first gasket and the conduit includes a second gasket configured to cooperate with the first gasket, and wherein the first gasket and the second gasket include a coolant port and an electrical port, the coolant port is configured to adjust the coolant flow between the electric turbocharger and the first channel and the second channel, and wherein the electrical port is configured to guide the set of leads from the conduit to the conductors of the electric turbocharger, and wherein the coolant does not contact the set of leads at the gasket.

[0085] According to the present invention, a method includes: sealing coolant in a conduit coolant jacket of a conduit, wherein the conduit contains a set of electrical wires extending from an energy storage device to an electric turbocharger; and circulating the coolant in the conduit coolant jacket with coolant in a cylinder coolant jacket in response to an engine cold start.

[0086] According to one embodiment, after said sealing, said cycle starts after a threshold duration.

[0087] According to one embodiment, after said sealing, said cycle starts after a threshold number of combustions.

[0088] According to one embodiment, the sealing comprises preventing coolant from flowing from the conduit coolant jacket to the coolant jacket of the electric turbocharger.

[0089] According to one embodiment, the conduit coolant jacket is the only source of coolant for the coolant jacket of the electric turbocharger.

[0090] According to one embodiment, outside of a cold start of the engine, the conduit coolant jacket allows coolant to flow to a coolant jacket of the electric turbocharger.

[0091] According to the present invention, a system is provided, the system having: an electric turbocharger, which includes a compressor coupled to an electric motor; an energy storage device, which is configured to supply power to the electric motor via a set of leads; and a conduit, which receives the set of leads and extends from the energy storage device to the electric motor, the conduit also including at least one coolant jacket in fluid communication with the electric turbocharger coolant jacket.

[0092] According to one embodiment, the at least one coolant jacket includes a first portion and a second portion, the first portion being configured to supply coolant to the electric turbocharger coolant jacket and the second portion being configured to receive coolant from the electric turbocharger coolant jacket, wherein the first portion and the second portion are sealed relative to each other, and wherein the leads electrically couple a power source to the electric motor to provide drive current and capture regenerative electric motor braking current.

[0093] According to one embodiment, the at least one coolant jacket surrounds a hollow channel through which the set of leads extends.

[0094] According to one embodiment, the conduit is metallic.

[0095] According to one embodiment, the electric turbocharger and the conduit comprise elastomeric washers configured to be coupled to each other.

Claims

1. A system for an electric turbine, comprising: An electric turbocharger housing includes at least an electric motor, and wherein the electric turbocharger receives and exhausts coolant via first and second passages contained within a conduit, the first and second passages surrounding a set of leads extending through the conduit to the electric turbocharger, wherein the set of leads are disposed in a hollow passage of the conduit, and wherein the first and second passages are fluidly separated from the hollow passage.

2. The system of claim 1, wherein the conduit is wrapped around a turbine or an exhaust manifold. 3 . The system of claim 1 , wherein the first passage and the second passage are fluidly coupled to a cylinder coolant jacket.

4. The system of claim 1, wherein the first passage and the second passage are fluidly coupled to a heat sink.

5. The system of claim 1, wherein the catheter is flexible.

6. The system of claim 1, wherein the catheter comprises an elastomeric adapter for engaging an energy storage device.

7. The system of claim 6, wherein the elastomeric adapter is sealed relative to the conduit and the energy storage device to prevent water from entering therebetween.

8. The system of claim 1 , wherein the electric turbocharger includes a first gasket and the conduit includes a second gasket configured to mate with the first gasket, and wherein the first gasket and the second gasket include a coolant port and an electrical port, the coolant port being configured to regulate coolant flow between the electric turbocharger and the first passage and the second passage, and wherein the electrical port is configured to direct the set of leads from the conduit to conductors of the electric turbocharger, and wherein the coolant does not contact the set of leads at the first gasket and the second gasket.

9. A method for an electric turbine, comprising: sealing a coolant in a conduit coolant jacket of the conduit, wherein the conduit houses a set of electrical wires extending from an energy storage device to an electric turbocharger; as well as Coolant in the conduit coolant jacket is circulated together with coolant in the cylinder coolant jacket in response to an engine cold start.

10. The method of claim 9, wherein after said sealing, said cycling begins after a threshold duration.

11. The method of claim 9, wherein after said sealing, said cycling begins after a threshold number of combustions.

12. The method of claim 9, wherein the sealing includes preventing coolant from flowing from the conduit coolant jacket to a coolant jacket of the electric turbocharger.

13. The method of claim 9, wherein the conduit coolant jacket is the sole source of coolant for the electric turbocharger's coolant jacket.

14. The method of claim 10, wherein outside of a cold start of the engine, the conduit coolant jacket flows coolant to a coolant jacket of the electric turbocharger.

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