PNEUMATIC HYBRID ENGINE SYSTEMS

COKU KKE
BAYRAMCAN NCE
Components of Pneumatic Hybrid Engine
System
Conventional ICE
Low pressure air tank (20 bar, 20 liter)
Turbocharger(Compressor and Turbine)
Variable valve actuation system for charge valve
(e.g. EHVS in Fig.)
Pneumatic Hybridization

Since the late 1990s, pneumatic hybridization of ICEs
has been discussed.

The key idea is the recuperation of some of the
energy that vehicle must lose.

In addition to the recuperation capability, the idea
offers the possibility of a rapid start/stop.

This can be realized by connecting an air pressure
tank to all cylinders via electronically controlled
charge valves.

ECU Diagram
Modeling of Operation Modes
Combustion Engine Mode
Conventional ICE mode

Several Pneumatic Modes
Supercharged Mode
Undercharged Mode
Pump Mode
Motor Mode
Conventional ICE Mode

DUAL CYCLE










Pneumatic
Supercharged Mode

For operating points at which the turbocharger does
not yet provide enough air.

Combustion mode that additionally uses pressurized
air and additional fuel to boost the engine.

Amount of additional air in the cylinder is
determined by the tank pressure and the timing of
the short opening of the charge valve.

Used for transients only to overcome the turbo lag.

Pneumatic
Supercharged Mode
The shaded region above corresponds to the
recuperated energy.
Pneumatic
Undercharged Mode
The excess air is used to fill the tank.

Half of the cylinders combust, the other half is
pumping air into the tank.

Charge valve is opened when the cylinder pressure is
equal to the tank pressure .
Amount of air remaining in the cylinder is
determined by the duration of the opening.
For safety reasons a direct fuel injection system is
crucial.
Pneumatic
Pump Mode
Recuperation of the kinetic energy during the
braking.

Engine is used as a pump.

Air tank is filled.
The timing of the charge valve closing is very
important because of down stroke .

Why CoP?
The increase of the internal energy is not only caused
by the engine work output, but also by the free
enthalpy of fresh air inducted by the engine.

Higher torques would be possible but it became an
optimization problem around the parameters:
Throttling
Backflow
Heat transfer
Pneumatic
Motor Mode
Uses compressed air only for propulsion .
Enables a fast stop-start, stop&go operations .
No engine idling saves fuel





!!! Load control is effected by varying CVC and EVC
simultaneously.

This modes thermodynamic cycle is the reverse of
the pneumatic pump modes cycle.
In contrast to the pump mode, we get the range of
feasible torque much wider.
Advantages of HPE
Fuel saving > 30% proven (NEDC)
Cost Efficiency
Immediate Torque Response
No Turbo Lag
Low emissions
Driveability
Down-sized the engine


Fuel Economy
Technology Choices

THANKS A LOT
REFERENCES
Lino Guzzella Antonio Sciarretta
Vehicle Propulsion Systems
Guzzella MTZ(Research)
Paper-Pneumatic hybrid engine with exhaust
heat recovery