초록 ▼

A hybrid electric vehicle includes a combustion engine, electric machine, turbocharger, and turbo lag reduction assembly that includes an auxiliary compressor and pressure tank, which are coupled to a clutch driven by a driveshaft powered by vehicle wheel rotation. A controller engages the clutch in

A hybrid electric vehicle includes a combustion engine, electric machine, turbocharger, and turbo lag reduction assembly that includes an auxiliary compressor and pressure tank, which are coupled to a clutch driven by a driveshaft powered by vehicle wheel rotation. A controller engages the clutch in response to a braking signal, until the auxiliary compressor recharges the pressure tank. The controller also disengages the clutch in response to one of termination of the braking signal and the pressure tank being recharged with compressed air. Additionally, the controller responds to an engine torque demand signal and discharges compressed air from the pressure tank to an intake manifold of the engine. Further, the controller may discharge a volume of compressed air from the pressure tank to the intake manifold of the engine, until a turbo charge limit signal is received that indicates the turbocharger reached an operating speed.

대표청구항 ▼

1. A vehicle, comprising: an engine coupled to a turbo lag reduction assembly having an auxiliary compressor and pressure tank that are coupled to a clutch driven by a driveshaft powered by vehicle wheel rotation;a turbocharger having an engine exhaust turbine rotationally coupled to an engine intak

1. A vehicle, comprising: an engine coupled to a turbo lag reduction assembly having an auxiliary compressor and pressure tank that are coupled to a clutch driven by a driveshaft powered by vehicle wheel rotation;a turbocharger having an engine exhaust turbine rotationally coupled to an engine intake compressor turbine, wherein the pressure tank is coupled to an upstream location of the engine intake compressor turbine and is configured to store and discharge a predetermined volume of compressed air to spin the engine intake compressor turbine; andat least one controller configured to: engage the clutch responsive to a braking signal, until the compressor has recharged the pressure tank. 2. The vehicle according to claim 1, further comprising: the at least one controller configured to disengage the clutch in response to one of termination of the braking signal and the pressure tank being recharged with compressed air. 3. The vehicle according to claim 1, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge compressed air from the pressure tank to an intake manifold of the engine. 4. The vehicle according to claim 1, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge a volume of compressed air from the pressure tank to an intake manifold of the engine, until a turbo charge limit signal is received. 5. The vehicle according to claim 1, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge compressed air from the pressure tank to an intake manifold of the engine for a predetermined time span established by a turbo time lag that results from instantaneous engine and environmental parameters. 6. The vehicle according to claim 1, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge a predetermined volume of compressed air from the pressure tank to an intake manifold of the engine, wherein the predetermined volume of compressed air is established by one of current and historical parameters of the engine, turbocharger, and environment. 7. The vehicle according to claim 1, further comprising: an electric machine (EM) coupled to the engine; andthe at least one controller configured to, in response to a torque demand signal during electric only operation that exceeds EM output capacity:adjust output torque of the EM to spin the engine to a target speed,initiate engine combustion in response to attaining the target speed, anddischarge a volume of compressed air from the pressure tank to an intake manifold of the engine, once combustion is initiated, and until a turbo charge limit signal is received. 8. The vehicle according to claim 1, further comprising: a turbocharger having an engine exhaust turbine coupled to an engine intake compressor turbine; andthe pressure tank being further coupled to an engine intake manifold downstream of the engine intake compressor turbine. 9. The vehicle according to claim 1, further comprising: a turbocharger coupled to the engine and having an engine exhaust turbine rotationally coupled to an engine intake compressor turbine; andthe pressure tank being configured to store a volume and pressure of compressed air and to discharge the compressed air to increase an air mass flow rate to one or more of an engine intake manifold and the engine intake compressor turbine. 10. A vehicle, comprising: an electric machine coupled to a turbo lag reduction assembly having an auxiliary compressor and pressure tank coupled to a clutch driven by a driveshaft powered by vehicle wheel rotation; andat least one controller configured to: engage the clutch responsive to a braking signal, until the compressor has recharged the pressure tank, anddischarge the tank to an engine intake responsive to a torque demand signal exceeding electric machine capacity. 11. The vehicle according to claim 10, further comprising: an engine coupled to the electric machine (EM), turbo lag reduction assembly, and driveshaft; andthe at least one controller configured to, in response to a torque demand signal during electric only operation exceeding EM output capacity:adjust output torque of the EM to spin the engine to a target speed,initiate engine combustion in response to attaining the target speed, anddischarge a volume of compressed air from the pressure tank to the engine intake, once combustion is initiated, and until a turbo charge limit signal is received. 12. The vehicle according to claim 10, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge compressed air from the pressure tank to an intake manifold of an engine for a predetermined time span established by a turbo time lag that results from instantaneous engine and environmental parameters. 13. The vehicle according to claim 10, further comprising: the at least one controller configured, in response to an engine torque demand signal, to discharge a predetermined volume of compressed air from the pressure tank to an intake manifold of the engine, wherein the predetermined volume is established by one of current and historical parameters of the engine, turbocharger, and environment. 14. The vehicle according to claim 10, further comprising: a turbocharger coupled to the engine and having an engine exhaust turbine rotationally coupled to an engine intake compressor turbine upstream from an engine intake manifold; andthe pressure tank being configured to store a volume and pressure of compressed air and to discharge the compressed air to increase an air mass flow rate to one or more of the engine intake manifold and the engine intake compressor turbine. 15. A method of controlling a vehicle, comprising: by at least one controller, coupled with an electric machine and a turbo lag reduction assembly having an auxiliary compressor and pressure tank coupled to a clutch driven by a wheel powered driveshaft; and engaging the clutch responsive to a braking signal, until the compressor recharges the pressure tank, anddischarging the tank to an engine intake responsive to a torque demand signal exceeding electric machine capacity. 16. The method of controlling the vehicle according to claim 15, further comprising: by the at least one controller, further coupled to an engine, and in response to a torque demand signal during electric only operation exceeding an output capacity of the electric machine (EM): adjusting output torque of the EM to spin the engine to a target speed,initiating engine combustion in response to attaining the target speed, anddischarging a volume of compressed air from the pressure tank to the engine intake, once combustion is initiated, and until a turbo charge limit signal is received. 17. The method of controlling the vehicle according to claim 15, further comprising: by the at least one controller, in response to an engine torque demand signal, discharging compressed air from the pressure tank to an intake manifold of an engine for a predetermined time span established by a turbo time lag that results from instantaneous engine and environmental parameters. 18. The method of controlling the vehicle according to claim 15, further comprising: by the at least one controller, in response to an engine torque demand signal, discharging a predetermined volume of compressed air from the pressure tank to an intake manifold of the engine, wherein the predetermined volume is established by one of current and historical parameters of the engine, turbocharger, and environment. 19. The method of controlling the vehicle according to claim 15, further comprising: by the at least one controller, further coupled with a turbocharger having an engine exhaust turbine rotationally coupled to an engine intake compressor turbine upstream from an engine intake manifold, and in response to an engine torque demand signal, storing a volume and pressure of compressed air, anddischarging compressed air from the pressure tank to increase an air mass flow rate to one or more of the engine intake manifold, engine intake compressor turbine, and engine exhaust turbine.