Turbo-compounding System with Bypass Valve for Wide-Range Efficiency
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Traditional turbo-compounding systems for vehicle engines are limited in improving fuel efficiency over a narrow range of engine operating conditions, restricting their effectiveness across varying conditions.
Innovation Solution
A turbo-compounding system that includes a first turbine and a turbocharger, with a bypass passageway and control valve to manage fluid flow, and multiple compressors to enhance air compression and energy transmission from exhaust gas to the crankshaft, allowing operation over a wide range of intake manifold pressures.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If a traditional turbo-compounding system is used, then fuel efficiency is improved, but the improvement is limited to a narrow range of engine operating conditions
Solution Approach 1:
The exhaust gas flow path is segmented into multiple routes: a first route through the power turbine for compounding, a second route through the turbocharger turbine for compression, and a bypass route. This segmentation allows selective routing of exhaust energy to different destinations based on engine operating conditions, enabling both fuel efficiency improvement and adaptability across a wide range of conditions.
Solution Approach 2:
The system employs dynamic control elements including a bypass valve and multiple control valves that adjust the distribution of exhaust gas flow between the power turbine, turbocharger turbine, and bypass route based on real-time engine operating conditions. This dynamic adaptability allows the system to maintain optimal performance across varying engine loads and speeds.
2Loss of energy
If exhaust gas is directed through the power turbine for compounding, then energy is recovered, but the range of intake manifold pressures is limited
Solution Approach 1:
The exhaust manifold and fluid passageways are designed to serve multiple functions: directing exhaust to the power turbine for energy recovery, routing exhaust to the turbocharger turbine for air compression, and providing a bypass route. This multi-functionality enables the system to maintain energy recovery while adapting to a wide range of intake manifold pressures.
Solution Approach 2:
The control valves act as intermediaries that mediate the distribution of exhaust gas flow between different destinations. By adjusting valve positions, the system can control the proportion of exhaust directed to the power turbine versus the turbocharger, thereby maintaining energy recovery across varying intake manifold pressure conditions.
3Adaptability or versatility
If multiple compressors are added to expand the operating range, then adaptability is improved, but device complexity increases
Solution Approach 1:
The system merges the power turbine and turbocharger turbine into a shared exhaust flow path, where a single exhaust manifold distributes flow to both turbines. This merging reduces the need for separate exhaust systems and multiple independent compressors, thereby reducing overall device complexity while maintaining adaptability.
Solution Approach 2:
The system uses the engine's own exhaust energy to drive both the power turbine for compounding and the turbocharger turbine for compression. This self-service approach eliminates the need for external power sources or additional complex control mechanisms, reducing device complexity while expanding the operating range.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system significantly improves fuel efficiency by enabling operation across a broader range of engine conditions, enhancing power output and fuel efficiency through efficient energy transmission and air compression management.
Implementation Method 1
a first turbine (28) having an inlet (38) in fluid communication with an engine exhaust manifold (24) and an outlet (40) in fluid communication with a first fluid passageway (42). The first turbine (28) may be drivingly coupled to an engine (12).
Implementation Method 2
The second turbine (52) may drive the first compressor (54) and may receive exhaust gas from the first fluid passageway (42) downstream of the outlet (40) of the first turbine (28).
Implementation Method 3
The first compressor (54) may receive an intake fluid at a first pressure and may discharge the intake fluid at a second higher pressure.
Implementation Method 4
a bypass passageway (30) having a first end (46) fluidly coupled with the engine exhaust manifold (24) and a second end (48) fluidly coupled with the first fluid passageway (42) downstream from the first turbine (28) and upstream of the second turbine (52).
Data Source
AI summary
A turbo-compounding system may include a first turbine, a turbocharger, a bypass passageway and a valve. The first turbine may include an inlet in fluid communication with an exhaust manifold and an outlet in fluid communication with a fluid passageway. The first turbine may be drivingly coupled to an engine. The turbocharger includes a first compressor and a second turbine. The first compressor receives an intake fluid at a first pressure and discharges the intake fluid at a second pressure. The second turbine may drive the first compressor and receive exhaust gas from the fluid passageway downstream of the outlet of the first turbine. The bypass passageway may include a first end fluidly coupled with the engine exhaust manifold and a second end fluidly coupled with the fluid passageway downstream from the first turbine and upstream of the second turbine. The valve controls fluid-flow through the bypass passageway.