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ultimate boosting solution - key advantages

Part-load to Full-load in 0.3 seconds–at any speed

SuperGen and TSG enable unbeatable characteristics making a small boosted engine respond like a large naturally aspirated unit.

Fully tailored response characteristic

It is important for most vehicle applications to produce a strong and refined transition from light load to high load. The SuperGen and TSG can be controlled seamlessly without re-circulating flows or clutching. This enables smooth and efficient transitions between areas where the supercharger assist is required and adjacent areas where no assist is required. With these systems a small amount of electrical storage (approximately 1-2 kJ) is employed together with a control strategy enabling the supercharger drive torque to be zero during the first part of the load transient. This ensures a high initial torque and a smooth transition with no driveline and belt drive problems associated with the rotational energy of the supercharger. With modifications to the belt drive and control calibration it is possible even to add power to the driveline during the load transient further improving the driving dynamics

Near zero parasitic loss

When off loaded the parasitic loss associated with the electromechanical supercharger is very low since it produces no pressure ratio and there is no re-circulation.

Self sustaining with integrated high-efficiency generation.

Both SuperGen and TSG systems are fully self-sustaining. The system provides enough net electrical power at high efficiency to power vehicle electrical systems allowing the alternator to be replaced. Unlike e-boost systems performance is not dependent on battery condition.

Blow-through gas dynamics

By combining VCP, Gdi and the SuperGen or TSG system it is possible to utilise a positive pressure gradient (Pi > Pe) to pass a controlled quantity of charge air through the cylinder during valve overlap. This improves the trapped volumetric efficiency by around 20% in the low to mid-speed range. In SI engines it also improves knocking performance due to removal of hot exhaust residual. In diesel applications it allows some new combustion system options. Since the compressor is a centrifugal type, the charging pressure is not strongly dependent on the quantity of charge passed through hence the system is robust to lag and position tolerances in the cam phasing system.

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