No, we are waiting for our dream combination. Why is there (still) no turbocharger with an integrated electric motor? As you can easily see above, we will talk here about an electrically driven loader in the bypass. A step in the right direction.

But if the engine is directly connected to the shaft of a turbocharger, you do not need to close a channel and then start the air pump. You could use the available speed and have immediate access to the airflow.

You will argue that it might be too hot there, but it can be mounted on the cold side and even with a little distance. You will go on saying the shaft of the turbocharger would become too inert by the additional mass of the anchor, but there are freewheels possible which would allow such a wave to travel into higher speeds, even without an anchor shaft.

Instead, the engineers at the eBooster are struggling with noise problems, looking for space to accommodate the unit along with the air duct. It is also important to ensure good synchronization with the existing charger. Even 12V as operating voltage are conceivable, but only with factions of the nearly 6 kW at 48 V.

Just as in the solution above proposed, time plays a role for the bypass charger. After all, it is always a booster, one that is supposed to get the loader up to a higher speed. From a maximum of 30 seconds to 2 minutes is talked, but what do we do with the truck during a long uphill ride? And something strange, they recommend even higher engine speeds for the more economical gear change.

An eBooster alone to the charge will probably not exist, perhaps with 12V for small suction engines. Too efficient the exhaust stream coming directly from the engine. After all, the electrical bypass solution is not so slow as expected. BorgWarner provides 230 ms for reaching 90% torque. 06/17

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