DESC:This application is based on and derives the benefit of Indian Provisional Application 201641002590, the contents of which are incorporated herein by reference.

TECHNICAL FIELD
[001] Embodiments herein relate to vehicle management systems and more particularly to energy systems of vehicles with dual clutch systems.

BACKGROUND
[002] Turbochargers are used in vehicles to improve the performance of the engine. However, there is typically a delay associated with turbochargers.
[003] A current solution to overcome the delay uses a turbocharger and motor assembly, in which the motor is coupled to one side of the turbocharger to provide additional acceleration at low engine speeds and to reduce the power provided from the exhaust gases at higher speeds. The disclosed solution lacks fault handling capability and does not have an integrated clutch mechanism.
[004] Another solution uses a machine architecture comprising of a compressor, a turbine and an electric motor. It includes a plurality of magnets that are mounted in a generally circumferential arrangement about the back face of the compressor wheel. This solution also lacks the clutch mechanism thus the system is not robust against component faults.
[005] Another solution discloses control logic for a combination of compressor, turbine and motor-generator. The powertrain includes an engine boosted by a turbocharger. The turbocharger includes a first motor-generator mounted with respect to the turbocharger, and arranged to selectively assist acceleration of the vehicle by driving the turbocharger, to provide regenerative charging of an energy storage device and to be idle, as its modes of operation. The powertrain additionally includes a second motor-generator mounted with respect to the powertrain, and arranged to selectively assist acceleration of the vehicle, to provide regenerative charging of the energy storage device and to be idle, as its modes of operation. But, the current solution discloses use of multiple motor generators, which increases the cost and complexity.
[006] Another solution discloses an electrically controlled turbocharger with the motor mounted on a shaft in a motor housing between a turbine and compressor with one clutch architecture, a shaft stiffener is placed between the motor rotor and the shaft. The solution has thermal disadvantages sine the motor is placed next to the turbine that uses the exhaust gas for operation.

OBJECTS
[007] The principal object of embodiments herein is to disclose a system for powering a vehicle comprising of a hybrid air charging system, wherein components of the system are separated based on at lest one control strategy.
[008] Another object of the embodiments herein is to disclose a system for powering a vehicle comprising of a hybrid air charging system, wherein the system can recycle exhaust gas energy on the powertrain exhaust side, wherein the hybrid charging system comprises two sources to drive the compressor are the turbine and the rotary electric motor, with two clutches to control the operations of the hybrid air charging system.

BRIEF DESCRIPTION OF FIGURES
[009] This invention is illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0010] FIG. 1 depicts an architecture for a hybrid air charging system with a electric motor, a turbine and a compressor with a clutch mechanism used for separating the components based on the control strategy, according to embodiments as disclosed herein; and
[0011] FIGs. 2a and 2b are flowcharts depicting a process of controlling a hybrid air charging system, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0012] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0013] The embodiments herein disclose a hybrid air charging system, wherein components of the system are separated based on at lest one control strategy. Referring now to the drawings, and more particularly to FIGS. 1 through 2, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.
[0014] FIG. 1 depicts architecture for a hybrid air charging system with a electric motor, a turbine and a compressor with a clutch mechanism used for separating the components based on the control strategy. The system 100 as depicted comprises of an electric motor 101, a plurality of clutches 102 & 104, a compressor 103, a turbine 105, an engine 106 (which can be an internal combustion engine), at least one energy storage system 107, a control unit 108, and a power electronics unit 110. In an embodiment herein, the electric motor 101 can be a rotary electric motor. Exhaust gases emitted from an internal combustion engine can drive the turbine 105. The compressor 103 can be coupled to a rotatable shaft 109. The compressor 103 can provide air under pressure into the engine 106. The shaft 109 can be placed between the turbine 105 and the electric motor 101. The shaft 109 can be coupled to the turbine 105, the compressor 103, the electric motor 101, a first clutch 104 and a second clutch 102. The first clutch 104 can be placed between the turbine 105 and the compressor 103. The clutch 104 can be used to detach the turbine 105 from the shaft 109 during low rpm operation and during faulty operation of the turbine 105. The second clutch 102 can be placed between the electric motor 101 and the compressor 103. The clutches 102, 104 can be at least one of a one-way clutch, or an electronically controlled clutch.
[0015] In an example wherein the first clutch 104 is a one-way clutch, the turbine 105 is placed in the outer ring of the one-way clutch 104 and the shaft 109 is placed in the inner cavity ring of the one-way clutch 104. The clutch 104 is mounted to decouple the turbine 105 from the compressor 103 and the electrical motor 101, when the turbine 105 is rotating below a pre-determined speed, wherein the engine cranking profile can decide the speed range.
[0016] The electric motor 101 can be connected to the compressor 103, with or without a gearbox. The electric motor 101 can comprise of a bearing, wherein the bearing will provide thermal isolation for the electric motor 101. The control unit 108 can control the operation of the electric motor 101. The control unit 108 can be connected to other control units present in the vehicle to retrieve the operating condition and the present status of other systems present in the vehicle, via a communication channel/network from where the control unit 108 can get information such as boost pressure required to operate the engine at efficient point, boost pressure generated, and so on. Examples of the signals received by the electric motor 101 can be but not limited to signals related to the accelerator pedal gradient, fuel injection quantity, engine speed, turbine speed, torque demand, vehicle speed, said clutch position, boost pressure required, inlet air pressure, battery status and voltage.
[0017] The electric motor 101 can be operated in motoring, generating and zero-torque mode. The electric motor 101 can be operated at very high speed, when the turbine 105 is at low speeds, wherein the turbine 105 is detached using the first clutch 104 thus avoiding load on the shaft. The electric motor 101 can be operated at the same speed as the turbine 105 at all other operating conditions, wherein which motor efficiency is optimally controlled.
[0018] The power electronics unit 110 can be operated in an inverter mode or a converter mode. The control unit 108 can control the speed and torque of the electric motor 101, using the power electronics unit 110. The power electronics unit 110 can be connected to the energy storage system 107.
[0019] The control unit 108 can detect the parameters of the engine 101 and the turbine 105 such as the engine speed, depression level of the accelerator pedal, the rate of change of the accelerator pedal demand, electric motor and vehicle system inputs and so on. Based on the detected parameters, the control unit 108 can determine the power required to compress the intake air, and split it between the turbine and the rotary electric motor. When the electric motor 101 or the turbine 105 is faulty, the clutches 102 104 can decouple the electric motor 101 and the turbine 105 and the turbine/electric motor alone drives the hybrid air charging system.
[0020] The control unit 108 can disengage the first clutch 104 to decouple the turbine 105 during low speed operation of the turbine 105 and faulty operation of the turbine 105. The control unit 108 can disengage the second clutch 102, to disengage the electric motor 101 during faulty operation of the electric motor 101.
[0021] The system, as disclosed herein, can be capable of operating in at least one of motoring, generating, and zero-torque and failure modes. The system can be operated in failure mode, when the electric motor 101 is faulty. In failure mode, the second clutch 102 is used to disengage the electric motor 101. In failure mode, the turbine 105 is the only source for the compressor 103 with the first clutch 104 engaged.
[0022] When the turbine 105 is running at required speed then the electric motor 101 can be forced to operate in the zero torque mode and the system as disclosed herein acts similar to a turbocharger and compresses the inlet air.
[0023] When the turbine 105 is running at lower speeds, then the electric motor 101 can be forced to operate in motoring mode and the system as disclosed herein compresses the inlet air using both the electric motor 101 and the turbine 105.
[0024] When the turbine 105 is running at higher speeds then the electric motor 101 can be forced to operate in generating mode and the system as disclosed herein can compress the inlet air using the turbine 105 and stores the excess output in the energy storage 107 by operating the electric rotor 101 as a generator.
[0025] When the generated voltage is greater than voltage of the energy storage 107 and the SOC (State of Charge) is less than a predetermined maximum value, the system as disclosed herein operates in generating mode wherein the generated energy can be used for charging the energy storage 107. In generating mode, the control unit 108 can control the operation of an alternator, to meet board net power, when the output energy available during the generating mode is sufficient to meet the alternator output. When used to supply board-net power, the control unit 108 can maintain the alternator at no-load condition.
[0026] In a first mode (also referred to herein as an electric mode), at low engine rpm (revolutions per minute), the turbine 105 can be detached by opening the first clutch 104 and the electric motor 101, which is directly coupled to the compressor shaft, will only operate the compressor 103. This mode enables avoiding of problems due to turbine inertia during low speed ranges. Once the turbine 105 itself overcomes the inertia of the turbine 105, then this mode can be exited. This mode shall be triggered even during the faulty behavior of exhaust gas turbine 105.
[0027] In a second mode (also referred to herein as a turbo assist mode), during low speed operation, the electric motor 101 can supply the compressed air to the intake air system by driving the compressor 103. For this, the electric motor 101 can be operated as a motor together with the turbine 105 or alone. The turbine 105 and the electric motor 101 can be controlled based on the engine, turbine and electric motor system inputs such that the engine 106 shall be operated at efficient operating point. This mode can help avoid turbo lag experienced by turbocharger.
[0028] In a third mode (also referred to herein as a turbine mode), during medium speed condition, the turbine 105 alone will be operating the compressor 103. In this mode, the electric motor 101 shall not deliver or consume any power. The control unit 108 can control the operation of the turbine 105 by monitoring data from the communication network such as engine speed, accelerator pedal position, exhaust flow, intake flow and so on. This mode can also be triggered when the electric motor 101 is faulty or if the electric motor 101 is operated in an inefficient operating zone.
[0029] In a fourth mode (also referred to herein as a turbo generator mode), during high speed condition, the excess energy generated by the turbine 105 can be stored in the energy storage system 107. The stored energy can be used for operating the electric motor 101 as a generator. The control unit 108 can use the turbine 101 to control back pressure on the engine 106 electronically.
[0030] FIGs. 2a and 2b are flowcharts depicting a process of controlling a hybrid air charging system. The control unit 108 checks (201) if the speed of the engine 106 (F rpm) is between a first threshold (N1) and a second threshold (N2). If N1N2. If F>N2, the control unit 108 checks (208) if the gradient of the accelerator pedal is greater than a pre-defined gradient threshold (AG1). If the gradient of the accelerator pedal is greater than AG1, the control unit 108 calculates (209) the boost required. The control unit 108 can calculate the boost pressure by initially checking if the speed of the turbine 105 is available. The control unit 108 then calculates the speed required for the electric motor 101, the torque required to achieve that speed and the inverter duty cycle corresponding to the required torque. The control unit 108 then operates the power electronics unit 110 as an inverter and enters (210) the second mode (turbo assist mode) and monitors (211) F. If the gradient of the accelerator pedal is not greater than AG1, the control unit 108 checks (212) if F is between N2 and a third threshold N3. If N2N3. If F>N3, the control unit 108 calculates (220) the boost pressure required by the engine 106. The control unit 108 can calculate the boost pressure by initially checking if the speed of the turbine 105 is available. The control unit can make the power electronics unit 110 operate as a converter. The control unit 108 then calculates the speed required for the electric motor 101, the torque required to achieve that speed and the inverter duty cycle corresponding to the required torque. The control unit 108 then checks (221) if the required torque is greater than td. If the required torque is not greater than td, the control unit 108 proceeds to step (216). If the required torque is greater than td, the control unit enters (222) the fourth mode (turbo generator mode) and monitors (223) F. The various actions in method 200 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIGs. 2a and 2b may be omitted.
[0031] Soon after the crank input from driver, for the engine 106 to start fuel injection, the engine 106 has to reach a speed of N1. For having a proper combustion in the engine 106 during cranking, when the speed of the engine 106 is between N1 and N2, the electric motor 101 will be operated as a motor and shall pressurize the inlet air to the combustion chamber. Since the turbine 105 will not have sufficient energy from exhaust gas to overcome its inertia, the first clutch 104 shall decouple the compressor 103 and the turbine 105. Thus the compressor 103 is the only load on the electric motor 101, which is directly coupled to the shaft 109, (E) is said to be operating in motoring mode, thus inertial effect during starting is resolved.
[0032] If the electric motor 101 is operating in a faulty mode, the second clutch 102 is disengaged. The turbine 105 alone operates the compressor 103. So if the electric motor 101 is in failure state, hybrid air charging system is operated in mode 3.
[0033] If the turbine 105 is operating in a faulty mode, then the control unit 108 calculates the boost pressure required by considering all the vehicle parameters, which will influence the boost pressure (as in step 202). The control unit 108 can request the power electronics unit 110 to be operated as a converter and disengages the first clutch 104. Based on the information and boost pressure required by the engine 106, the control unit 108 calculates the turbine speed, torque output to attain that speed and inverter duty cycle corresponding to the torque demand. The control unit 108 requests the electric motor 101 to operate as a motor. In this case, only the electric motor 101 operates the compressor 103, so hybrid air charger is in mode 1.
[0034] Embodiments herein can efficiently operate the vehicle at different engine operating points and vehicle operating scenarios to provide better combustion, reduced emission, and improved performance with lower power consumption at all operating regions of engine.
[0035] Performance of the engine is ensured even if the turbine or electric motor is in failure state. Embodiments herein ensure a robust air charging system under different operating scenarios. At lower operating engine speeds, the air charging system acts as an electrical compressor and achieves better combustion and improved performance.
[0036] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
,CLAIMS:STATEMENT OF CLAIMS
We claim,
1. A system (100) for powering a vehicle, the system comprising at least one electric motor (101), at least one turbine (105), at least one compressor (103), a first clutch (104), a second clutch (105), at least one engine (106), at least one energy storage system (107), at least one control unit (108), at least one power electronics unit (110), and a shaft (109) connecting the at least one electric motor (101), the at least one turbine (105), the at least one compressor (103), the first clutch (104), and the second clutch (102).

2. The system, as claimed in claim 1, wherein the system (100) is configured for
checking if revolutions per minute (rpm) of the engine (106) is between a first threshold and a second threshold by the control unit (108);
calculating a boost pressure by the control unit (108), if the rpm of the engine (106) is between the first threshold and the second threshold;
entering a first mode by the system (100) based on the calculated boost pressure;
checking if the rpm of the engine (106) is less than the first threshold by the control unit (108), if the rpm of the engine (106) is not between the first threshold and the second threshold;
disengaging the first clutch (104) by the control unit (108), if the rpm of the engine (106) is less than the first threshold;
checking if the rpm of the engine (106) is less than the second threshold by the control unit (108), when the system (100) is in mode 1 or if the rpm of the engine (106) is not less than the first threshold;
checking if a gradient of an accelerator pedal of the vehicle is greater than a gradient threshold by the control unit (108), if the rpm of the engine (106) is less than the second threshold;
calculating the boost pressure by the control unit (108), if the gradient of the accelerator pedal of the vehicle is greater than the gradient threshold;
entering a second mode by the system (100) based on the calculated boost pressure;
checking if the rpm of the engine (106) is between the second threshold and a third threshold by the control unit (108), if the gradient of the accelerator pedal of the vehicle is not greater than the gradient threshold;
calculating the boost pressure by the control unit (108), if the rpm of the engine (106) is between the second threshold and the third threshold;
checking if torque generated is greater than a torque threshold by the control unit (108);
operating the power electronics unit (110) as an inverter by the control unit (108), if the torque generated is greater than the torque threshold;
entering the second mode by the system (100);
disengaging the second clutch (102) by the control unit (108), if the torque generated is not greater than the torque threshold;
entering a third mode by the system (100);
checking if the rpm of the engine (106) is greater than the third threshold by the control unit (108), if the rpm of the engine (106) is not between the second threshold and the third threshold;
calculating the boost pressure by the control unit (108), if the rpm of the engine (106) is greater than the third threshold;
checking if the torque generated is greater than the torque threshold by the control unit (108);
entering a fourth mode by the system (100), if the torque generated is greater than the torque threshold;
disengaging the second clutch (102) by the control unit (108), if the torque generated is not greater than the torque threshold; and
entering a third mode by the system (100).

3. The system, as claimed in claim 2, wherein the first mode comprises
detaching the turbine (105) by opening the first clutch (104) from the compressor (103); and
operating the compressor (103) by the electric motor (101) only; and
exiting the first mode, on the turbine (105) overcoming inertia of the turbine (105).

4. The system, as claimed in claim 2, wherein the control unit (108) triggers the first mode, on detecting a fault in the turbine (105).

5. The system, as claimed in claim 2, wherein the second mode comprises supplying compressed air to the compressor (103) by the electric motor (101), wherein the electric motor is operated as a motor alone or with the turbine (105).

6. The system, as claimed in claim 2, wherein the third mode comprises operating the compressor (103) by the turbine (105) alone, wherein the control unit (108) controls the turbine (105).

7. The system, as claimed in claim 2, wherein the control unit (108) triggers the third mode, on at least one detecting a fault in the electric motor (101); and the electric motor (101) not operating efficiently.

8. The system, as claimed in claim 2, wherein the fourth mode comprises storing excess energy generated by the turbine (105) in the energy storage system (107).

9. The system, as claimed in claim 1, wherein the electric motor (101) further comprises of at least one bearing.

10. The system, as claimed in claim 1, wherein the electric motor (101) is a rotary electric motor.

11. The system, as claimed in claim 1, wherein the first clutch (104) is at least one of a one-way clutch; and an electronically controlled clutch.

12. The system, as claimed in claim 1, wherein the second clutch (102) is at least one of a one-way clutch; and an electronically controlled clutch.

13. A method for powering a vehicle, the vehicle comprising at least one electric motor (101), at least one turbine (105), at least one compressor (103), a first clutch (104), a second clutch (105), at least one engine (106), at least one energy storage system (107), at least one control unit (108), at least one power electronics unit (110), and a shaft (109) connecting the at least one electric motor (101), the at least one turbine (105), the at least one compressor (103), the first clutch (104), and the second clutch (102), the method further comprising
checking if revolutions per minute (rpm) of the engine (106) is between a first threshold and a second threshold by the control unit (108);
calculating a boost pressure by the control unit (108), if the rpm of the engine (106) is between the first threshold and the second threshold;
entering a first mode by the system (100) based on the calculated boost pressure;
checking if the rpm of the engine (106) is less than the first threshold by the control unit (108), if the rpm of the engine (106) is not between the first threshold and the second threshold;
disengaging the first clutch (104) by the control unit (108), if the rpm of the engine (106) is less than the first threshold;
checking if the rpm of the engine (106) is less than the second threshold by the control unit (108), when the system (100) is in mode 1 or if the rpm of the engine (106) is not less than the first threshold;
checking if a gradient of an accelerator pedal of the vehicle is greater than a gradient threshold by the control unit (108), if the rpm of the engine (106) is less than the second threshold;
calculating the boost pressure by the control unit (108), if the gradient of the accelerator pedal of the vehicle is greater than the gradient threshold;
entering a second mode by the system (100) based on the calculated boost pressure;
checking if the rpm of the engine (106) is between the second threshold and a third threshold by the control unit (108), if the gradient of the accelerator pedal of the vehicle is not greater than the gradient threshold;
calculating the boost pressure by the control unit (108), if the rpm of the engine (106) is between the second threshold and the third threshold;
checking if torque generated is greater than a torque threshold by the control unit (108);
operating the power electronics unit (110) as an inverter by the control unit (108), if the torque generated is greater than the torque threshold;
entering the second mode by the system (100);
disengaging the second clutch (102) by the control unit (108), if the torque generated is not greater than the torque threshold;
entering a third mode by the system (100);
checking if the rpm of the engine (106) is greater than the third threshold by the control unit (108), if the rpm of the engine (106) is not between the second threshold and the third threshold;
calculating the boost pressure by the control unit (108), if the rpm of the engine (106) is greater than the third threshold;
checking if the torque generated is greater than the torque threshold by the control unit (108);
entering a fourth mode by the system (100), if the torque generated is greater than the torque threshold;
disengaging the second clutch (102) by the control unit (108), if the torque generated is not greater than the torque threshold; and
entering a third mode by the system (100).

14. The method, as claimed in claim 13, wherein the first mode comprises
detaching the turbine (105) by opening the first clutch (104) from the compressor (103); and
operating the compressor (103) by the electric motor (101) only; and
exiting the first mode, on the turbine (105) overcoming inertia of the turbine (105).
15. The method, as claimed in claim 13, wherein the control unit (108) triggers the first mode, on detecting a fault in the turbine (105).

16. The method, as claimed in claim 13, wherein the second mode comprises supplying compressed air to the compressor (103) by the electric motor (101), wherein the electric motor is operated as a motor alone or with the turbine (105).

17. The method, as claimed in claim 13, wherein the third mode comprises operating the compressor (103) by the turbine (105) alone, wherein the control unit (108) controls the turbine (105).

18. The method, as claimed in claim 13, wherein the control unit (108) triggers the third mode, on at least one detecting a fault in the electric motor (101); and the electric motor (101) not operating efficiently.

19. The method, as claimed in claim 13, wherein the fourth mode comprises storing excess energy generated by the turbine (105) in the energy storage system (107).