FAQs | Aeristech


Q: “Most of your compressors require several kilowatts of electrical power. Very few alternators can deliver the current required and most batteries would only last a few seconds supplying such a large load.”

A: “You’re right, current 12V architecture wouldn’t handle more than around 250 amps when fully charged and in good condition.  That’s about 3kW if we ignore losses.It is commonly accepted that the global need to reduce emissions will require a greater degree of powertrain electrification and our market research shows that 48V architecture is the most cost-effective solution for the objective of achieving the EU 2020 emissions targets. This results in the available electrical power increasing to about 10kW. This will also reduce the current flows by a factor of 4 and the loss due to the power flow through the system by a factor of 16.Also it is important to remember the rated full load power is different from the mean power. In this application full power is only drawn for a fraction of a second. For example, Aeristech’s 48v 10kW eSupercharger system, recently demonstrated on a Mahle downsized engine, drew a max power of 7kW and a mean power of 4.5kW.

Fully Electric Turbocharger Technology is a different proposition with a compressor motor up to 3 times more powerful than that driving the eSupercharger.  The design also incorporates a turbo-generator  harvesting waste energy from the vehicle exhaust. It is worth noting that there is sufficient waste energy available to supply all the vehicles needs and it is expected that in the long term the generator will become redundant.



Q: “A mechanical drive between a compressor and turbine is almost 100% efficient. Won’t the lower efficiency of the electrical components negate the performance benefits?”

A: “Our combined generator-controller-motor efficiency is around 90% with both the compressor and turbine efficiency in optimum conditions sitting around 75-80%. So the peak transfer efficiency of our FETT is likely to sit at around 60%.Whilst the conventional turbine is more efficient, the maximum power it can salvage is dictated by the designed operating speed and torque requirement of the compressor wheel. A decoupled turbine generator can salvage far more energy that would otherwise have been vented to the atmosphere and use it to power other peripheral components in the vehicles electrical architecture.On top of this, the added benefit that comes from the acute control of the turbomachinery provides the engine with boost-on-demand and optimal engine back-pressure to support exhaust gas recovery systems. As a result, an engine can be downsized further through the use of FETT whilst maintaining the same level of performance as a larger naturally aspirated engine, now with a lower fuel consumption and lower emissions.

In short, whilst the device itself certainly has a lower efficiency than conventional turbocharger solutions, the overall vehicle efficiency is improved in comparison owing to the unique performance capabilities of FETT.”


Q: “Won’t a conventional Sequential Turbo or a Twin Charger achieve the same thing?”

A: “No, although they do help to reduce turbo-lag, optimised air-flow and pressure cannot be delivered by purely mechanical means.  These devices are both more costly and complex than the eSupercharger.”



Q: Aeristech claim that their technology is uniquely qualified to power an air supply compressor for a fuel cell. What can you do that other systems can’t?

Current vehicle electronics are regulated to operate with a constant voltage, whereas the voltage supplied by a fuel cell stack varies according to power demanded by the operator. Aeristech control technology allows the motor to deliver a constant torque with a varying voltage input, removing the need for intermediary regulation. This is in addition to the established benefits achieved with Aeristech Control technology that includes greater efficiency, faster response, continuous operation and lower cost.



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