Variable Drive Turbo-Compounding for Engine Efficiency
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Solution Overview
Problem
Traditional turbo-compounding systems for engines have limited fuel efficiency improvements, primarily restricted to a narrow range of engine operating conditions, and often include complex and energy-intensive components like charge air cooling systems and exhaust gas recirculation loops.
Innovation Solution
A powertrain system incorporating a variable drive mechanism for a turbo-compounding system and a supercharging system, which includes multiple compressors and drive systems configured to operate at various gear ratios, allowing for efficient energy transmission from exhaust gas to the crankshaft without exhaust gas recirculation or charge air cooling, optimizing power delivery across a broader range of engine conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If traditional turbo-compounding systems are used, then fuel efficiency is improved within a narrow range of engine operating conditions, but the system complexity and energy consumption increase due to charge air cooling systems and exhaust gas recirculation loops
Solution Approach 1:
The patent removes the charge air cooling system and exhaust gas recirculation loop from the turbo-compounding system, extracting only the essential turbo-compounding functionality while eliminating complex auxiliary systems. This reduces system complexity while maintaining fuel efficiency improvements across a broader operating range.
Solution Approach 2:
The patent employs variable geometry turbocharger (VGT) technology that dynamically adjusts turbine vane angles based on engine operating conditions. This dynamic adaptation allows the system to maintain optimal performance across a wider range of engine speeds and loads without requiring complex auxiliary cooling and recirculation systems.
2Power
If traditional turbo-compounding systems with charge air cooling are used, then engine performance is optimized under specific conditions, but cooling loads increase system energy consumption
Solution Approach 1:
The patent completely eliminates the charge air cooling system from the engine configuration, removing the associated energy consumption for cooling while maintaining engine performance through optimized turbo-compounding and variable geometry technology.
3Adaptability or versatility
If fixed drive ratio supercharging systems are used, then system simplicity is maintained, but adaptability to different engine operating conditions is limited
Solution Approach 1:
The patent implements variable drive ratios between the turbocharger compressor and engine crankshaft, allowing the system to adapt to different operating conditions. The variable geometry turbocharger dynamically adjusts compression ratios based on engine speed and load requirements, enhancing adaptability without requiring multiple fixed systems.
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
This configuration enhances fuel efficiency and reduces cooling loads, enabling the engine to operate efficiently across a wider range of conditions while minimizing system size and improving overall engine performance.
Implementation Method 1
a turbo-compounding system having an additional turbine downstream of the turbocharger can be employed to transmit energy from engine exhaust gas to a crankshaft of the engine
Implementation Method 2
The supercharging system is driven by the crankshaft and includes a first drive system and first and second compressors
Data Source
Figure 1
AI summary
A powertrain system is provided and may include a combustion engine, a crankshaft, and a turbo-compounding system. The combustion engine may include an intake manifold and an exhaust manifold. The crankshaft may be driven by the engine. The turbo-compounding system may be configured to drive the crankshaft and may include a first turbine and a drive system. The first turbine may include an inlet fluidly communicating with the exhaust manifold. The drive system may include an input shaft driven by the first turbine, and an output shaft engaged with the crankshaft. The drive system may be configured to drive the output shaft at more than one drive ratio relative to the input shaft.