IV.1 Electric Boosting System (e-Turbo™) for SUV/ Light Truck Diesel Engine Applications

Objectives • Develop an electric boosting system suitable for 4-to 6-liter diesel engine SUV/light truck applications. • Develop base electric machinery technology – motor/generator, power supply, rotor stability and temperature control. Associated objectives consistent with ongoing R&D at Honeywell include: • Develop an integrated control system for power, variable nozzle turbine (VNT), exhaust gas recirculation (EGR), and battery. • Design and develop a low-inertia turbocharger to minimize power demand. • Design and develop a variable geometry compressor to take full advantage of e-Turbo. Approach • Develop e-Turbo for a diesel engine (~2 liters) as a platform for technology development. • Refine the design to meet duty cycle requirements and prove technology benefits. • Using computer simulation, apply the small e-Turbo to each bank of a V-configuration engine (~4 liters) using baseline data from tests on the 2-liter engine. • Conduct computer simulation of an integrated control system and assess benefits. • Develop base electric machinery – motor/generator, power supply, rotor stability and temperature control. • Develop an integrated control system for power, VNT, EGR, and battery. • Design and develop a low-inertia turbocharger to minimize power demand. • Design and develop a variable geometry compressor to take full advantage of e-Turbo. Accomplishments • A larger e-Turbo was designed and built for testing during Q4 2004. The design included duty cycle analysis to ensure proper cooling of electrical machinery under severe driving conditions and a bearing system that is stable under mechanical and electromagnetic forces at high speeds. • Engine and vehicle tests using a 12-Volt e-Turbo system (with a second battery) were completed. Engine transient tests show significant improvement of torque and response. Steady-state torque with e-Turbo improved by 20-40% in the low speed range (see Figure 1). Transient response (time to 200 Nm of torque) was reduced from 6 to ~2.3 seconds at 1500 rpm (see Figure 2). • Electric power generation with an e-Turbo was successfully demonstrated on bench and engine tests. At 3,000 rpm with EGR, 900 W of electrical power was generated with a 3.5% improvement in brake-specific fuel consumption (BSFC) (see Figure 3). • Different cycles were tested to demonstrate the potential of e-Turbo as a partial substitute for the alternator. Impact on fuel consumption was measured. 290 • Basic architecture for an integrated sensing and control system was developed, and preliminary control logic was tested using engine simulation (see Figures 4 and 5). It …