eCycle's electric supercharger consists of a SolidSlot™ brushless motor/generator and an Ogura Blower. The supercharger increases efficiency and performance, while reducing emissions for a variety of engines in automotive, mass transit, truck and marine platforms. It also enables CNG conversions of diesel engines for commercial and consumer applications.
Unlike a conventional belt-driven supercharger, a SolidSlot™ brushless motor drives the supercharger to provide instant boost, independent of engine speed.
Full pressure and flow at low engine speed
Low voltage operation from 12 to 36VDC increased engine efficiency and fuel economy
Greater acceleration - up to 30% increased torque
Up to 15psi above ambientElectronically controlled - expand below, new control technique
There are two commonly accepted methods for hybridization, series and parallel. A series hybrid employs a distinct gen-set for battery charging and powering of one or more traction motors, with no mechanical coupling to engine and wheels. A parallel hybrid is an engine-based powertrain bolstered by a motor/generator and controls with a supporting battery bank. In both examples, high voltage is employed for on-road applications to provide sufficient performance.
An electric supercharger is similar to a conventional belt
or gear driven unit, except that a brushless motor powers the compressor,
allowing it to be operated independent of engine speed, mainly to increase
low-end torque. Because a supercharger enhances the engine by delivering more
air to it, well-established techniques for control – fuel injection and ignition
– are utilized.
Importantly, an electric supercharger need only apply a small portion of traction power to the engine via compressed air, in order to achieve comparable output to other hybrid configurations. This affords a low battery pack voltage, with inherent advantages in cost and complexity. Further, the system can be readily recharged while the vehicle is cruising, and also from an electrical outlet when parked, thereby creating a low cost plug-in hybrid, given the use of suitably sized batteries.
Historically, there was one primary mechanism for throttling an engine - adding more fuel. This was the case for supercharged and turbocharged engines, as well as normally aspirated engines. However, driving the supercharger independent of the engine allows it to be throttled with air, or rather an air/fuel mixture. Importantly, the supercharger is homogenizing the intake charge, which helps achieve more complete combustion.
This approach can simultaneously simplify and enhance engine management. Further, a considerable amount of analysis confirms the best means of achieving high efficiency with lean combustion is to increase the air provided to the engine, rather than decrease the fuel. Not incidentally, this implies the use of a smaller displacement engine for a given level of performance, with decreased emissions an inherent benefit.
Flow is a function of displacement and speed, and therefore applied voltage. Pressure is a function of torque, and therefore current.
*Special versions of Ogura superchargers have been configured for use with hydrogen in fuel cell applications. Hydrogen is less dense than air, so it requires less torque/current for a given flow rate.
Electric supercharger - Three supercharger drives, one with the Ogura TX02 (196cc/rev), one with the TX04 (410cc/rev), and one with the TX07 (730cc/rev)
12V – SS Small motor – 1.7 boost ratio (10.3psi above ambient) - 32CFM (55m^3/hr.) - 190A
12V – SS short - 1.7 boost ratio (10.3psi above ambient) - 60CFM (100m^3/hr.) - 265A
24V - SS single - 1.4 boost ratio (6.2psi above ambient) - 145CFM (250m^3/hr.) - 170A, and, 1.6 boost ratio (9.4psi above ambient) - 140CFM (235m^3/hr.) - 230A
In summary, vehicle hybridization is an accepted means of increasing fuel efficiency and reducing emissions. Today’s hybrid vehicles supplement a gasoline or diesel-fueled internal combustion engine with an electric motor/generator to provide traction.
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