GB2450957A - Hybrid power with, or without a battery pack - Google Patents
Hybrid power with, or without a battery pack Download PDFInfo
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- GB2450957A GB2450957A GB0806077A GB0806077A GB2450957A GB 2450957 A GB2450957 A GB 2450957A GB 0806077 A GB0806077 A GB 0806077A GB 0806077 A GB0806077 A GB 0806077A GB 2450957 A GB2450957 A GB 2450957A
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- engine
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- 238000006073 displacement reaction Methods 0.000 claims abstract description 9
- 238000002485 combustion reaction Methods 0.000 claims description 5
- 238000007599 discharging Methods 0.000 abstract description 3
- 230000005540 biological transmission Effects 0.000 abstract description 2
- 230000001133 acceleration Effects 0.000 abstract 1
- 238000001816 cooling Methods 0.000 description 8
- 239000000446 fuel Substances 0.000 description 6
- 230000001603 reducing effect Effects 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000010248 power generation Methods 0.000 description 3
- 238000005057 refrigeration Methods 0.000 description 3
- 230000004043 responsiveness Effects 0.000 description 3
- 238000010438 heat treatment Methods 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 239000003507 refrigerant Substances 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 238000007792 addition Methods 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 235000019628 coolness Nutrition 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 235000019992 sake Nutrition 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B60L11/14—
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/11—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump driven by other drive at starting only
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Supercharger (AREA)
Abstract
Positive displacement supercharger 3 acts as an expander when braked and speed-controlled by generator-motor 6, throttling intake air drawn in by vacuum pressure and/or blown in by turbocharger(s) via intake 2. This air exerts a rotational force on the rotor lobes of supercharger 3 causing it to output power via belt drive 5 to variable speed generator-motor 6, which is speed controlled by an electronic throttle system varying the speed of supercharger 3 via belt drive 5. Mechanical power input to generator-motor 6 is electrically transmitted to motor-generator 9 that outputs mechanical power via belt drive 10 to engine crank pulley 11 such that battery-pack charging/discharging losses are obviated. Supercharger overrun braking/coasting power can be recovered via a battery-pack. Intercooled turbocharged air 2 and/ or vacuum intake air is expansion cooled/refrigerated by supercharger 3. Power transmission can be reversed, increasing acceleration/throttle response, by varying a motor-generators' nominal speed relative to its actual speed. Motor-generator 9 starts engine 1 via battery 12.
Description
HYBRID POWER with, or without P BATTERY-PACK This invention concerns
the useful recovery of electric power, without using a battery-pack, generated by a positive dis-placement reverse-acting supercharger (hereinafter referred to as an exeharger) that is mechanically connected to a variable speed generator-motor such that a turbocharged and intercooled internal combustion (i.e.) engine can be throttle controlled by an electronic throttle control system that varies the nominal speed of the generator-motor that inputs electric assist power mechanically, via a motor-generator, to the i.e. engine.
Nissan Motor's JP2002-357127A divulges their attempted use of a reverse-acting supercharger as an a.c.engine's throttle control device using a variable speed generator that charged a battery- pack. However, their system only applied to a normally aspi-rated i.e. engine and, as a consequence, suffered from loss of power at wide-open-throttle (WOT), less than expected fuel economy and poor throttle responsiveness -which Nissan only partly resolved in EP-P1-1 462629. Their work on these ideas delayed their entry into the use of hybrid powertrains via the licensing of Toyota's Synergydrive technology. Also, such elec-tric power as was generated by their throttling system was used to charge a battery-pack and, therefore, power generation was interrupted by significant periods of purely electric motoring.
Conventionally, a hybrid powered automobile stores any electric power generated in a battery-pack such that when the batteries are close to being fully charged the internal combustion engine is switched off, and the automobile is then electrically power-ed until the batteries are close to being fully discharged.
However, efficiency losses are incurred both in the charging and discharging of the battery-pack. Also, there is a weight penalty incurred by the battery-pack and general chassis' up-grading to accommodate it that adversely affects fuel economy.
Then there is the first time cost, replacement cost and dis-posal cost of the battery-pack and cost of a seamless battery start and subsequent engine re-start system to be considered.
According to this invention mechanical power generated by a throttling excharger is input to a generator-motor that powers a motor-generator that inputs mechanical power to the crank of an i.e. engine, or the powertrain, or the wheels (via hub moun- ed motor-generators). Since battery-pack charging and dis-charging losses are obviated nett useful power input to the automobile powertrain is higher than with a battery-pack. Also, since excharger power output is not interrupted by periods of purely electric motoring nett total power output is further increased. By adding a variable geometry turbocharger (and inter-cooler) necessary motivational pressure difference across the excharger compensatingly increases as manifold vacuum pressure decreases.
Use of an intercooled turbo with a pressure reducing/expansion cooling exeharger sakes possible many combinations of turbo pressure and expansion pressure reduction (to within manufactu-rer's limits> to vary intake manifold pressure and temperature.
A software programme can be used to predict an optimum coiabi-nation of these, and the engine's, variables, and self-learning software used for test cell, or actual running fine tuning.
A conventional battery would still be required for start-up.
However, as the engine is being turned-over so also the ex-charger and generator would be generating contributory electric power under such maximum intake manifold vacuum pressure con-ditions. In addition, the motor-generator that transmits power to the engine crank via a toothed belt drive can also be used to start the engine. Similarly, the generator-motor that is powered by the excharger can also power electrical ancillaries.
Utilising a variable speed positive displacement excharger in lieu of a conventional throttle affords the following benefits: a) at idle power input to the i.c.engine reduces idling speed and fuel consumption, thereby affording similar fuel economy to shutting-down the engine, a battery start and subsequent engine re-start everytime the vehicle temporarily stops.
b) this is the only hybrid system that generates electric power at highway cruising speeds, at crawl speeds, in stop-and-go heavy urban traffic and with a WOT.
c) if the engine is turbocharged, say to 120 kPa, and then the charge air is pressure reduced by 60 kPa by an excharger, significant electric power is generated. Consider that with such an arrangement that nearly twice as much heat energy is extracted from the engine exhaust than would be the case with a conventionally throttle controlled turbocharged en-gine run at 60 kPa boost pressure: it is this difference in heat energy that is the source of the electric power. Also, compared with conventional intercooled turbocharging (to the same nett manifold boost pressure), the charge air will be expansion cooled/refrigerated by the excharger to a much lower temperature, allowing a higher compression ratio such that low rpm torque is increased. Fuel economy is increased by the excharger power output, and can be maxisised by in-creasing the difference between turbo-boost and manifold pressures (to within excharger pressure reducing limits) and expansion cooling manifold freeze-up limits.
d) under engine idling conditions and heavy urban traffic con- ditions, when inlet manifold vacuum pressures are at a maxi-mum, intake air is significantly expansion cooled. Whereas, by comparison, intake air is heated as it passes across a virtually closed throttle blade (due to the shear frictions of highly turbulent airflow). The nett result being that combustion temperatures, and engine cooling requirements, are reduced, thus reducing electric radiator fan power con-sumption. Similarly, since engine idling speed is reduced by power input to the engine crank less combustion heat is input to the cooling system.
e) electric power is also generated during throttle lift-off overrun conditions, but such energy as is generated cannot be usefully used without first being stored in a battery-pack. Self-learning software, monitoring amps generated, can optimise airflow vs throttle pressure drop during throttle lift-off; which would also optimise expansion cooling.
f) when this system is used with a battery-pack such that power generated under engine overrun conditions, closed throttle downhill coasting and regenerative braking is usefully re-covered, it should be noted that when this power is used to assist the i.c. engine that the i.c. engine would, accord-ingly, be throttled back. As long as the power from the battery-pack is fed back to the engine prior to turbo-boost kicking-in, then vacuum pressure will increase to increase electric power generation. Self-learning software can be used to determine an optimum combination of vacuum pressure and mass airflow to maxiwise power generation, and electric assist from the battery-pack can be used to prolong i.c.
engine operation at, or close to this optimum condition.
g) when applied to a diesel engine the excharger can operate as an electric supercharger until turbo-boost pressure kicks-in and then operate as an excharger to limit manifold boost pressure, expansion cool the charge air, generate a power output and allow power re-gen during engine overrun and when coasting. Such re-gen power can be used to power truck/van refrigeration and/or a battery-pack (that could power a gen-erator, or refrigeration when the truck is stationary).
The invention is now described with reference to the Figure 1 semi-schematic drawing of a typical example of it. Please note that for convenience of illustration a top entry, bottom exit excharger is shown, whereas most applications would likely have a front entry, bottom exit unit.
Air is drawn in via intake 2 by vacuum pressure and, or, blown in by an intercooled turbocharger to V-B engine 1. This air is then pressure reduced and expansion cooled by a variably speed controlled excharger 3 that is motivated by the pressure diff- erence between intake 2 and intake manifold 4. Because the in- flowing charge air 2 exerts a force on the rotor lobes of ex-charger 3, excharger 3 generates a power output. This power output is transmitted via beltdrive 5 to generator-motor 6, whose nominal speed is varied, via a speed controller, by an electronic throttle control system via wiring 7. As the speed of generator-motor 6 varies, so also does the r.p.m of and vol-ume of air handled by the positive displacement excharger 3 vary to thereby vary the power output and r.p.m. of engine 1.
Mechanical power transmitted from excharger 3, via beltdrive 5, to generator-motor 6 causes electric power to be transmitt-ed via wiring 8 to motor-generator 9 that, in turn, transmits mechanical power via beltdrive 10 to pulley 11 such that power is input to engine l's crank. Such power that as input to en-gine I at low revs results in a lower throttle setting, such that the pressure difference across excharger 3 is increased, increasing excharger 3's power output.
Excharger 3 adiabatically expansion cools charge air 2 and gen- erates a power output at idle/low r.p.m. when there is signifi-cant vacuum pressure in manifold 4, at high r.p.m. when there is significant turbo boost pressurec, and at mid-range r.p.m.
when there is both vacuum pressure and (variable geometry) turbo boost pressure.
A variation would be to mount generator-motor 6 directly onto the output shaft of excharger 3, or even have two (2) generator -motors 6, separately driven by each of excharger 3's rotors.
With the rotors being separately driven, the conventional heli-cal phasing gears, oiling system, losses and costs of both can be eliminated. To ensure precise phasing of the rotors both generators require to be operated at the same speed. In addi-tion, a precise clearance gap between the rotor lobes can be maintained by continuously monitoring this gap by one (1), or more, lasers and one (1) of the generator-motors micro ad-vanced, or retarded accordingly. By eliminating the phasing gears and oiling system excharger 3's inertia is also reduced.
System inertia can be reduced by making excharger 3's rotors from carbon fibre composite.
Throttle responsiveness can be maximised with a high torque generator-motor 6, and multiplied via the belt drive pulley ratio.
Throttle responsiveness can also be increased by operating an internal electric valve that bypasses the rotors, as included as standard in some superchargers, if required, although redu-cing fuel economy. Opening and shutting of this valve can be invoked by a throttle pedal position sensor sensing rate-of-movement and maximum depression, and also progressively closed as turbo boost pressure increases. This valve can also be open- ed to prevent manifold freeze-up due to excess expansion cool-ing at low ambient conditions, particularly during start-up.
Under cold weather start-up conditions excharger 3 can be overdriven' and operated in conjunction with a conventional throttle such that intake air is heated both by the (super) charger and the losses across the throttle blade, which would be increased by not only having to handle vacuum pressure, but also by having to absorb the pressure generated by the (super) charger (also see paragraph 7 of this page).
Motor-generator 9 can also be powered by battery 12, or a battery-pack to start-up engine I via toothed beltdrive 10.
Once engine I starts turning-over during start-up, the output of battery 12 is supplemented by electric power input from gen-erator-motor 6.
Obviously, the actual revs of motor-generator 9 are a function of engine revs. However, the mechanical power output, or electric power output, of motor-generator 9 is a function of the ramping-up, or down, of it's nominal speed relative to it's actual speed, as controlled by the electronic throttle control system/ECU via wiring 14. Similarly, the input/output power transmission of generator-motor 6 is varied by varying it's nominal speed relative to it's actual speed. Thus, if required, generator-motor 6 and motor-generator 9' s outputs can be re-versed such that excharger 3 becomes an electrically driven supercharger via power derived from engine l's crank pulley 11.
Where the vehicle may have a hybrid' battery power pack, and where a higher engine idling r.p.m. may be required for heating a catalytic converter, the electric power output of generator-motor 6 during idling can be used to charge a battery-pack.
A variation would be to have one (1) positive displacement ex-charger in series with one Cl) turbin (e.g. a reverse-acting Rotrex centrifugal supercharger) connected to a generator that could be variable speed, or even beltdriven. Use of such a tur-bine enables high pressure drops at high efficiencies.
ILLUSTRATIVE EXAMPLE CALCULATIONS
Compressor/expander air temperature change calculations use the following data, where r = pressure ratio and Y' factor.
r Y' 1.6.142 2.1.234 2.6.311 1.2.053 1.7.162 2.2.250 2.7.325 1.3.077 1.8.181 2.3.266 2.8.338 1.4.100 1.9.199 2.4.281 2.9.352 1.5.121 2.0.217 2.5.296 3.0.365
Example 1:
Engine idling, vacuum pressure 60 kPa, excharger efficiency 50% and ambient temperature 30 deg.C.
From Y' Table: r = 1.6 and Y' = 0.142 Ideal, 100% efficient, temperature drop = 303 x 0.142 = 43.0 deg C Ideal drop x compressor efficiency = 43.0 x 0.5 Therefore, actual drop = 21.5 deg C Therefore, manifold supply air temp. = 30 -21.5 = 8.5 deg C
Example 2:
Conventional intercooled turbocharging; boost pressure 60 kPa; ambient 30 deg.C and compressor efficiency 70%.
Ideal, 100% efficient, temperature rise = 303 x 0.142 = 43.0 deg C Ideal rise / compressor efficiency = 43.0 / 0.70 Therefore, actual rise = 61.4 deg C 70% efficient intercooler temp. drop = 61.4 x 0.70 = 43.0 deg C Therefore, temp. rise after inter-cooling = 61.5 -43.0 =18..SdegC Therefore, manifold supply air temp. = 30 + 18.5 = 48.5 deg C Charge air pressure after 7.0 kPa pressure drop through intercooler = 53.0 kPa
Example 3:
Air cycle refrigeration boosted intercooling with turbo boost pressure 120 kPa; manifold charge air pressure 53 kPa; ex-charger efficiency 60% and ambient 30 deg.C.
From Y' Table: r = 2.2 and Y' = 025 Ideal, 100% efficient, temperature rise = 303 x 0.25 = 75.8 deg C Ideal rise / compressor efficiency = 75.8 / 0.70 Therefore, actual rise = 108.3 deg C 70% efficient inter-cooler temp. drop = 108.3 x 0.70 = 75.8 deg C Therefore, temp. rise after intercooling = 108.3 -75.8 = 32.5 deg C Temperature entering exeharger = 30.0 + 32.5 = 62.5 deg C Charge air pressure after 7.0 kPa pressure drop through intercooler = 53.0 kPa For excharger pressure drop of 60 kPa: Ideal, 100% efficient, temperature drop = 332.5 x 0.142 = 47.2 deg C Ideal drop x excharqer efficiency = 47.2 x 0.60 Therefore, actual drop = 28.3 deg C Entering air temperature, less actual drop = 62.5 -28.3 Therefore, manifold supply air temperature = 34.2 deg C i.e. charge air is now ONLY 4.2 deg C above ambient, AND 14.3 deg.C BELOW that of the conventionally inter-cooled system.
Example 4:
Air cycle refrigerated boosted intercooling with 200 kPa turbo boost pressure; one (1) positive displacement excharger in series with one (1) turbine @ an average efficiency of 70%; manifold charge air pressure 53.0 kPa and ambient 30 deg.C.
From V' Table: r = 3.0 and Y' = 0.365 Ideal, 100% efficient, temperature rise = 303 0.365 = 110.6 deg C Ideal rise I compressor efficiency = 110.6 / 0.70 Therefore, actual rise = 158.0 deg C 70% efficient intercooler temp. drop = 158.0 x 0.70 = 110.6 deg C Therefore, temp. rise after intercooling = 158.0 -110.6 = 47.5 deg C Temperature entering excharger = 30.0 + 47.4 = 77.4 deg C Charge air pressure after 7.0 kPa pressure drop through intercooler 193.0 kPa For excharger pressure drop of 140 kPa: From V' Table: r = 2.4 and V' = 0.281 Ideal, 100% efficient, temperature drop = 350.4 x 0.281 = 98.5 deg C Ideal drop x excharger efficiency 98.5 x 0.70 Therefore, actual drop = 68.9 deg C Entering air temperature, less actual drop = 77.4 -68.9 Therefore, manifold supply air temperature = 8.5 deg C = = = = = = = = = i.e. charge air temperature is 21.5 deg C BELOW ambient.
N.B. Instead of using V' Table Data to determine air temper- ==== ature change, alternatively, and more accurately, use a Psychrometric chart to first obtain air density for the design' ambient temperature and relative humidity; then use a Pressure-Enthalpy (P-H) Diagram for air (Refrigerant 729) and use constant entropy CS) lines to obtain ideal, 100% efficient compression/expansion enthalpy change, then add, or deduct, compressor/expander enthalpy efficiency loss to obtain actual discharge temperature.
P P-H diagram for Refrigerant 729 is shown in Chapter 17 of the PSHRPE (*) Handbook Fundamentals volume. Use of a P-H diagram enables visualisation of the compression, in-tercooling and expansion cooling processes involved.
(*) Pmerican Society of Heating, Refrigerating and Pir-Conditioning Engineers, Inc.
Claims (4)
1) An internal combustion (i.c.) engine that when running at steady state conditions has one (1), or more, positive dis- placement air pumps in it's air intake/s operating in con-junction with one (1), or more, intercooled turbochargers such that at said running conditions the output shafts of the said air pump/s are braked by generator-motors that output electric power to electrical ancillaries and/or one (1), or more, motor-generators that input power to the i.c. engine, or it's drive-t ra i n.
2> An i.c. engine, as claimed in claim 1, wherein the one (1), or more positive displacement air pumps are only braked when the additional boost pressure of the one (1), or more inter-cooled turbochargers would otherwise cause the i.c. engine's inlet manifold charge air pressure, or temperature, or pressure /temperature condition to exceed control limits.
3) An i.c. engine, as claimed in claimes 1, or 2, wherein there may also be one Cl), or more non-positive displacement air pumps that may not necessarily be connected to a generator-mot or.
4) An i.c. engine, as claimed in any preceding claim, wherein there may also be a battery-pack that not only may provide electric- assist motive power, but also power electrical an-cillaries when the i.c. engine is not running.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0810544A GB0810544D0 (en) | 2007-07-09 | 2008-06-09 | Automotive hybrid power with or without a battery pack |
| GB0811213A GB0811213D0 (en) | 2007-07-09 | 2008-06-18 | Hybrid power with, or without a battery-pack |
| GB0811961A GB0811961D0 (en) | 2007-07-09 | 2008-06-30 | Hybrid power with or without a battery-pack |
| GB0812215A GB0812215D0 (en) | 2007-07-09 | 2008-07-03 | Hybrid power with, or without a battery pack |
| GB0812501A GB0812501D0 (en) | 2007-07-09 | 2008-07-08 | Hybrid power with, or without a battery pack |
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0713216A GB0713216D0 (en) | 2007-07-09 | 2007-07-09 | A hybrid power system without batteries |
| GB0715479A GB0715479D0 (en) | 2007-07-09 | 2007-07-13 | Hybrid power system without batteries |
| GB0715483A GB0715483D0 (en) | 2007-07-09 | 2007-08-09 | A hybrid power system without batteries |
| GB0716432A GB0716432D0 (en) | 2007-07-09 | 2007-08-23 | Hybrid power without batteries |
| GB0716908A GB0716908D0 (en) | 2007-07-09 | 2007-08-31 | A hybrid power system without batteries |
| GB0717122A GB0717122D0 (en) | 2007-07-09 | 2007-09-04 | Hybrid power with or without batteries |
| GB0717810A GB0717810D0 (en) | 2007-07-09 | 2007-09-13 | Hybrid power with or without batteries |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB0806077D0 GB0806077D0 (en) | 2008-05-14 |
| GB2450957A true GB2450957A (en) | 2009-01-14 |
| GB2450957A8 GB2450957A8 (en) | 2009-04-01 |
Family
ID=39439439
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB0806077A Withdrawn GB2450957A (en) | 2007-07-09 | 2008-04-03 | Hybrid power with, or without a battery pack |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2450957A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7672762B2 (en) * | 2007-11-08 | 2010-03-02 | Toyota Jidosha Kabuhsiki Kaisha | Hybrid vehicle and control method thereof |
| US8096375B2 (en) | 2007-01-09 | 2012-01-17 | Toyota Jidosha Kabushiki Kaisha | Vehicle and control method thereof |
| US8271156B2 (en) | 2007-01-12 | 2012-09-18 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle and control method thereof |
| WO2013081729A3 (en) * | 2011-11-30 | 2013-07-25 | Carrier Corporation | Transport refrigeration system powered by diesel engine with pressurized combustion air |
| GB2561932A (en) * | 2017-04-28 | 2018-10-31 | John Bayram Peter | Clean diesel & other eco-boost engines with throttled exhaust systems |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3205722A1 (en) * | 1982-02-18 | 1983-08-25 | Volkswagenwerk Ag, 3180 Wolfsburg | Spark ignition internal combustion engine, especially for a motor vehicle, with a load adjustment device |
| DE3706825C1 (en) * | 1987-03-03 | 1988-05-11 | Bayerische Motoren Werke Ag | Quantity-controlled internal combustion engine with a machine arranged in the intake duct |
| JP2002357127A (en) * | 2001-05-30 | 2002-12-13 | Ishikawajima Harima Heavy Ind Co Ltd | Internal combustion engine with positive displacement turbocharger |
| WO2004029418A1 (en) * | 2002-09-30 | 2004-04-08 | Giuseppe Ferraro | Supercharger coupled to a motor/generator unit |
| JP2005180255A (en) * | 2003-12-17 | 2005-07-07 | Mazda Motor Corp | Power train control device provided with electric supercharger |
-
2008
- 2008-04-03 GB GB0806077A patent/GB2450957A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3205722A1 (en) * | 1982-02-18 | 1983-08-25 | Volkswagenwerk Ag, 3180 Wolfsburg | Spark ignition internal combustion engine, especially for a motor vehicle, with a load adjustment device |
| DE3706825C1 (en) * | 1987-03-03 | 1988-05-11 | Bayerische Motoren Werke Ag | Quantity-controlled internal combustion engine with a machine arranged in the intake duct |
| JP2002357127A (en) * | 2001-05-30 | 2002-12-13 | Ishikawajima Harima Heavy Ind Co Ltd | Internal combustion engine with positive displacement turbocharger |
| WO2004029418A1 (en) * | 2002-09-30 | 2004-04-08 | Giuseppe Ferraro | Supercharger coupled to a motor/generator unit |
| JP2005180255A (en) * | 2003-12-17 | 2005-07-07 | Mazda Motor Corp | Power train control device provided with electric supercharger |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8096375B2 (en) | 2007-01-09 | 2012-01-17 | Toyota Jidosha Kabushiki Kaisha | Vehicle and control method thereof |
| US8271156B2 (en) | 2007-01-12 | 2012-09-18 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle and control method thereof |
| US7672762B2 (en) * | 2007-11-08 | 2010-03-02 | Toyota Jidosha Kabuhsiki Kaisha | Hybrid vehicle and control method thereof |
| WO2013081729A3 (en) * | 2011-11-30 | 2013-07-25 | Carrier Corporation | Transport refrigeration system powered by diesel engine with pressurized combustion air |
| US9358859B2 (en) | 2011-11-30 | 2016-06-07 | Carrier Corporation | Transport refrigeration system powered by diesel engine with pressurized combustion air |
| GB2561932A (en) * | 2017-04-28 | 2018-10-31 | John Bayram Peter | Clean diesel & other eco-boost engines with throttled exhaust systems |
Also Published As
| Publication number | Publication date |
|---|---|
| GB0806077D0 (en) | 2008-05-14 |
| GB2450957A8 (en) | 2009-04-01 |
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