The electric turbo’s motor also acts as a generator, slowing down the turbo and allowing it to manage boost by reversing torque. The extra energy that was previously squandered when the wastegate opened is now used to replenish the battery. Such “hybridization,” whether in racing or on the street, not only increases power but also saves gas—an efficient continual feedback loop.
Revolution In Electric Motors
Because of major advances in brushless electric motor technology and contemporary hybrid streetcar high-power electrical systems, an e-turbo is now a realistic innovation. Much of this technology was developed for aerospace applications where cost is not a concern; the challenge now is to figure out how to commercialise this technology at a reasonable price for widespread civilian use. An electric motor should be as small as feasible to keep rotor dynamics under control,” Garrett says of motors. You’re aiming for a high power density. Extracting as much energy as possible from a small motor is critical for the turbo to have the same speed range,” which may be as high as 250,000 revolutions per minute on the smallest e-turbos. Considerations for improving maximum power density within constrained limits include rare earth elements and high switching frequency. Controllers are still maturing. Garrett is focusing on transitioning this requirement from Aerospace applications to industrialisation applications suitable for automobiles. Under a 12V system, you require crazy power density—and there is just no cost/value rationale for doing so in this case. Garrett did create a 12-volt E-turbo technology, but it never found a market. By upgrading to a 48V or greater electrical system, a better value proposition is enabled, allowing for effective power production.”
Electrical Efficiency
The arithmetic demonstrates that increasing system voltages reduce the amperage (current) required to maintain the same power output in Watts. Reduced current decreases the size, weight, and expense of the wires that transmit electricity. For those of you who remember when the automakers converted from 6- to 12-volt automobile electric systems in the mid-1950s, you’ll recall that wire gauge size was halved as a result of the shift. Notice how much weight might be saved by merely changing from 12 to 48 voltages could be one-fourth the size they are now. The physical strength of very thin wires, rather than their ability to carry energy, would be the sole restriction to size reduction.
When operating at maximum power, they can produce around 2,900 watts (14.5 V x 200 A = 2,900 W). In a fully realised hybrid system, a hypothetical 48-volt alternator would require only about 60.4 amps to generate the same power, and most of the alternator’s traditional job might be assigned to an energy recuperation loop.
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