Manifold direct charging support device with throttle body manifold volume insulation

Abstract

Power machine method comprising: in response to pedal pressure of the driver (132) temporary opening of a throttle valve (21) downstream of an exhaust-driven turbocharger compressor (60) in a first intake flow channel (32);and electrically driving an electric compressor (150) to drive the flow into an intake manifold (44) through a second intake flow channel (34), wherein the second intake flow channel (34) is coupled downstream of a charge air cooler (80) between the first intake flow channel (32) and the intake manifold (44), characterized in that the temporary opening of the throttle valve (21) includes opening the throttle valve (21) to a threshold opening and maintaining the threshold opening to increase a manifold pressure (608) from below a threshold pressure (416, 616) to the threshold pressure (416, 616), wherein the method further comprises, in response to the manifold pressure (608) increasing to the threshold pressure (416, 616), closing the throttle valve (21) and opening a return valve (27) of the Turbocharger compressor (60).;

Description

[0001] Turbocharged engines use a turbocharger to compress intake air and increase the engine's power output. A turbocharger can use a turbine driven by the exhaust gases to power a compressor, which compresses the intake air. As the compressor's speed increases, the engine receives increased boost. When receiving a demand for increased torque, it can take time for the turbine and compressor to spool up and provide the requested boost. This turbocharger response delay, known as turbo lag, can result in a delay in the engine delivering the requested power. The volume of the engine's intake system can also delay the time it takes to pressurize that volume of air.As such, turbo lag and the increased volume of the intake system can lead to response delays in the engine torque.

[0002] Other attempts to address turbo lag and engine torque response delays involve incorporating an electric auxiliary compressor in the primary intake manifold. While the electric compressor can provide additional boost, it still needs to pressurize the entire volume of air in the intake system, thus delaying torque response. Another method to reduce engine torque response delays involves using a twin-turbocharger configuration, in which two turbochargers are arranged in parallel or in series along the intake path. While adding a second turbocharger can reduce turbo lag, it can also increase the size and cost of the engine system.

[0003] In one example, the problems described above can be addressed by a method for controlling the intake airflow through two intake channels of an engine. A first flow channel can contain a turbine-driven compressor, while a second flow channel can contain an electric compressor. Upon receiving an increased torque demand, the electric compressor in the second flow channel can provide increased boost to an intake manifold of the engine. In one example, in response to driver pedal pressure, a throttle valve in a first intake flow channel downstream of an exhaust-driven turbocharger compressor can be temporarily opened.Simultaneously, an electric compressor can be driven to further force airflow into an intake manifold through a second intake flow channel. This second channel is coupled between the first intake flow channel, downstream of an intercooler, and the intake manifold. Specifically, the throttle can be fully opened, and the electric compressor can be engaged in response to pedal pressure or increased torque demand. Once the manifold pressure rises to atmospheric pressure, the throttle can be closed, and a compressor return valve can be opened while the electric compressor continues to drive, supplying the supercharged air to the intake manifold. During this period, the turbine-driven compressor can increase its rotational speed, thereby increasing the boost pressure in the first intake channel.In response to an increase in boost pressure due to manifold pressure, the throttle valve can open and the compressor's return-to-air valve can close to provide the requested boost. This reduces turbo lag, thereby minimizing the delay in the engine's torque response.

[0004] It should be self-evident that the above summary is provided to introduce, in simplified form, a selection of the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is clearly defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate all the disadvantages stated above or in any part of this disclosure.

[0005] Fig. Figure 1A is a schematic graphical representation of an exemplary power machine system comprising a first intake flow channel and a first embodiment of a second intake flow channel.

[0006] Fig. Figure 1B is a schematic graphical representation of an exemplary power machine system comprising a first intake flow channel and a second embodiment of a second intake flow channel.

[0007] Fig. 2, Fig. 3 and Fig. 5 are flowcharts of the procedures for adjusting the intake air flow through the first and second intake flow channels in response to the operating conditions of the engine.

[0008] Fig. Figure 4 is a graphical example of the throttle valve and electric compressor settings in response to the engine's operating conditions.

[0009] Fig. Figure 6 is a graphical example of the settings of the throttle valve, the electric compressor and the compressor return valve in response to the operating conditions of the engine.

[0010] The following description refers to systems and methods for adjusting the flow of intake air through two intake flow channels. A power engine system, such as that described in the Fig. 1A– Fig. The power system shown in Figure 1B can include a first intake flow channel with a turbine-driven compressor and a second intake flow channel with an electric compressor. In one example, as shown in Figure 1B, the power system can include a first intake flow channel with a turbine-driven compressor and a second intake flow channel with an electric compressor. Fig. As shown in Figure 1A, the second intake flow channel is parallel to the first intake flow channel, with the second flow channel being coupled upstream of the turbine-driven compressor between an intake port and an intake manifold. In another example, as shown in Fig. As shown in Figure 1B, the second intake flow channel is coupled downstream of an intercooler and upstream of a throttle valve between the first intake flow channel and the intake manifold. The flow through the first and second intake channels can be controlled by adjusting the position of a throttle valve in the first intake channel and by operating the electric compressor. Fig. 2, Fig. 3 and Fig. Figure 5 illustrates procedures for adjusting the throttle valve, compressor return valve, and electric compressor to drive the airflow through the first and second intake channels in response to driving conditions and engine operating conditions. Fig. 4 and Fig. Figure 6 shows example settings of the electric compressor and throttle valve in response to a torque request, manifold pressure and boost pressure.

[0011] Fig. 1A and Fig. 1B are schematic graphical representations depicting an example power machine 10 show which may be included in a motor vehicle's drive system. The power unit 10 It has four cylinders or combustion chambers 30 shown. However, in accordance with the current disclosure, other numbers of cylinders can be used. The power engine 10 can be at least partially controlled by a control system that includes a controller 12 contains, and through input from an operator 132 of the vehicle via an input device 130 be controlled. In this example, the input device contains 130 an accelerator pedal and a pedal position sensor 134 , to generate a proportional pedal position signal PP. Each combustion chamber (e.g., each cylinder) 30 the power machine 10It may contain combustion chamber walls in which a piston (not shown) is positioned. The pistons can be attached to a crankshaft. 40 They must be coupled so that the piston's reciprocating motion is converted into a rotary motion of the crankshaft. The crankshaft 40 It can be coupled to at least one drive wheel of a vehicle and can use the engine's output torque to propel the vehicle. The crankshaft 40 can also be used to power a three-phase generator 152 to power the three-phase generator 152 can be used to power an electric compressor 150 to charge and / or supply with energy. As detailed here, the controller can 12 the operation of the electric compressor 150 operate. The electric compressor 150 can then be used to utilize the stored charge or the power from the three-phase generator 152be powered.

[0012] The combustion chambers 30 can the intake air from the intake manifold 44 They receive the combustion gases and can pass through an exhaust manifold. 46 to the outlet passage 48 Empty. The intake manifold 44 and the exhaust manifold 46 They can selectively interact with the combustion chamber via corresponding (not shown) inlet and exhaust valves. 30 are connected. In some embodiments, the combustion chamber 30 Contains two or more inlet valves and / or two or more exhaust valves.

[0013] It has been shown that the fuel injectors 50 directly to the combustion chamber 30 are coupled to be proportional to the pulse width of the signal from the controller 12 The fuel injector uses the received FPW signal to inject the fuel directly into the nozzle. In this way, the fuel injector... 50that is ready, which is called the direct injection of fuel into the combustion chamber 30 It is known; however, it is recognized that channel injection is also possible. The fuel can be supplied to the fuel injector via a fuel system (not shown) comprising a fuel tank, a fuel pump, and a fuel distributor. 50 be supplied.

[0014] In a process called ignition, the injected fuel is ignited by known ignition devices, such as a spark plug. 52, ignited, resulting in combustion. The spark ignition timing can be controlled so that the spark occurs before (advanced) or after (retarded) the manufacturer's specified time. The spark timing can be retarded by the maximum brake torque (MBT) timing to control engine knock, or advanced under high humidity conditions. In particular, the MBT can be advanced to account for the slow combustion rate. For example, the spark might be retarded during pedal depressurization. As discussed further below, the spark timing can also be retarded by the MBT to reduce knocking when warmer intake air passes through a secondary intake port. 34 and the intake manifold 44 is being managed.

[0015] The intake manifold 44The intake air can be drawn from a first intake flow channel. 32 (e.g. a first flow channel) and / or a second intake flow channel 34 (e.g., a second flow channel). The inlet channel 42 Air can be supplied to these two channels. Fig. Figure 1A shows a first embodiment of the second intake flow channel. 34 , while Fig. 2A a second embodiment of the second intake flow channel 34 This shows. These two embodiments of the second intake flow channel are described in more detail below.

[0016] The first flow channel 32 is upstream of an exhaust gas-driven turbocharger compressor (e.g., the compressor) 60 with the intake channel 42 connected. The first flow channel 32 is downstream of a throttle valve 21 with the intake manifold 44connected. Consequently, the first flow channel contains 32 the throttle valve 21 , which is a throttle plate 22 features to direct the flow through the first flow channel 32 and into the intake manifold 44 to control. In this specific example, the position (TP) of the throttle plate can be controlled. 22 through the controller 12 The throttle valve can be varied to enable electronic throttle control (ETC). In this way, the throttle valve can be adjusted. 21 to be operated in order to remove the flow from the first flow channel 32 the combustion chambers 30 to vary the supplied intake air. The controller 12 For example, the throttle plate 22 adjust to open the throttle valve 21 to enlarge. Enlarging the throttle valve opening. 21 can the amount of the intake manifold 44increase the amount of supplied air. In an alternative example, the opening of the throttle valve can be increased. 21 reduced or completely closed to reduce the airflow from the first flow channel 32 to the intake manifold 44 to be sealed off. In some embodiments, the inlet channel can be... 42 Additional throttle valves may be present, such as a (not shown) throttle valve upstream of the compressor. 60 .

[0017] Furthermore, in the disclosed embodiments, an exhaust gas recirculation system (EGR system) can remove a target proportion of the exhaust gas from the exhaust channel. 48 via an EGR channel, such as a high-pressure EGR channel 140 , to the first flow channel 32 guide. The amount of the inlet channel 42 The provided EGR can be controlled by the controller. 12 via an EGR valve, such as a high-pressure EGR valve 142, can be varied. Under certain conditions, the EGR system can be used to regulate the temperature of the air and fuel mixture within the combustion chamber. The Fig. 1A– Fig. Figure 1B shows a high-pressure EGR system, with the EGR coming from a location upstream of a turbocharger turbine through the EGR channel. 140 is routed to a location downstream of a turbocharger compressor. Fig. 1A– Fig. Figure 1B also shows a low-pressure EGR system, wherein the EGR is routed from a location downstream of a turbine of a turbocharger through a low-pressure EGR channel. 156 is routed to a location upstream of a turbocharger compressor. A low-pressure EGR valve 154 can the amount of the inlet channel 42 The provided EGR controls the EGR. In some embodiments, the engine can include both a high-pressure EGR and a low-pressure EGR system, as in the Fig. 1A– Fig. Figure 1B shows the following. In other embodiments, the engine may include either a low-pressure EGR system or a high-pressure EGR system. When the EGR system is operational, it may cause the formation of condensate from the compressed air, particularly when the compressed air is cooled by the charge air cooler, as described in more detail below.

[0018] The power machine 10 It may also include a compression device, such as a turbocharger or a supercharger, which has at least one compressor. 60 contains, which runs along the first flow channel 32 is arranged. For a turbocharger, the compressor can be 60 at least partially by a turbine 62 , e.g., driven via a shaft or other coupling arrangement. The turbine 62 can along the outlet channel 48It can be arranged in various configurations to drive the compressor. For a charger, the compressor can be... 60 It may be driven at least partially by the engine and / or an electric motor and may not contain a turbine. Consequently, the amount of compression supplied to one or more cylinders of the engine via a turbocharger or supercharger can be controlled by the controller. 12 can be varied.

[0019] In the Fig. 1A– Fig. In the embodiment shown in 1B, the compressor 60 mainly through the turbine 62 be driven. The turbine 62 can be driven by the exhaust gases that pass through the exhaust port 48 flow. Consequently, the turbine's driving motion can 62 the compressor 60 drive. As such, the speed of the compressor can be adjusted. 60 at the turbine speed62 based on the compressor's speed. 60 as it increases, it can pass through the first flow channel 32 the intake manifold 44 More charging will be provided.

[0020] Furthermore, the outlet channel can 48 a boost pressure control valve 26 included to direct the exhaust gas away from the turbine 62 to redirect. Furthermore, the inlet channel can 42 a bypass or return valve (CRV) 27 of the compressor, which is configured to direct the intake air around the compressor 60 to redirect. The boost pressure control valve 26 and / or the CRV 27 can be done through the controller 12 be controlled to be open when, for example, a lower boost pressure is desired.

[0021] The first flow channel 32 can also include an intercooler (CAC) 80(e.g., an intercooler) to reduce the temperature of the intake gases charged by the turbocharger or supercharger. In some embodiments, the CAC may 80 It could be an air-to-air heat exchanger. In other embodiments, the CAC can be 80 It will be an air-to-liquid heat exchanger. The CAC 80 It can also be a variable-volume CAC. The hot charge air (the charged air) from the compressor 60 enters the CAC entrance 80 It enters, cools down as it moves through the CAC, and then exits to enter the engine's intake manifold. 44 to enter. Ambient air from outside the vehicle can enter the engine through the front of the vehicle. 10 enter and go over the CAC to assist in cooling the charge air.

[0022] Consequently, the first flow channel contains 32 the compressor 60 , the CAC 80and the throttle valve 21 The first flow channel 32 has a first air intake volume (e.g., a first volume) that corresponds to the air volume of the compressor. 60 , the air volume of the CAC 80 and includes the air volume of the piping of the flow path. This air intake volume of the first flow channel 32 This can delay the time required to pressurize the initial volume of intake air. As a result, a longer time may be needed to deliver the pressurized air to the intake manifold. 44 to supply. Furthermore, if a high torque demand requires increased boost, additional time may be needed until the compressor speed increases to a level that generates the required boost. As a result, the torque output may be reduced until the turbocharger spools up, resulting in turbo lag.

[0023] In the Fig. In the embodiment shown in 1A, the second flow channel is 34 upstream of the compressor 60 (e.g., of the compressor driven by a turbine) with the inlet channel 42 connected and is downstream of the throttle valve 21 connected to the intake manifold. As such, the second flow channel 34 to the first flow channel 32 parallel. In an alternative embodiment, as in Fig. As shown in 1B, the second flow channel 34 downstream of the CAC 80 and upstream of the throttle valve 21 between the first flow channel 32 and downstream of the throttle valve 21 the intake manifold 44 coupled. As such, the inlet is located in the second flow channel. 32 instead of upstream of the compressor 60 downstream of the CAC 80 and the compressor 60 , as in Fig. 1A is shown. In the Fig. In the embodiment shown in 1B, the cooled charge air can enter the second flow channel. 34 and to the intake manifold 44 be drawn. In a further embodiment, the second flow channel can be 34 instead upstream of the CAC 80 with the first flow channel 32 be connected and then downstream of the throttle valve 21 with the intake manifold 44 be connected.

[0024] The second flow channel 34 contains a charging element. In the Fig. 1A– Fig. In the embodiment shown in Figure 1B, the charging element is an electric compressor. 150 In an alternative embodiment, the charging element can be another type of drive element, such as an air pressure, hydraulic, gear, chain, or belt element driven by the power unit. The electric compressor 150can be used to charge the intake air and feed the charged air to the intake manifold 44 to supply. As described above, the electric compressor can be powered by stored energy provided by a three-phase generator or another power source. The controller 12 can control the operation of the electric compressor 150 operate, including switching the electric compressor on and off and setting the speed of the electric compressor. The speed of the electric compressor 150 can be based on the torque requirement. As elaborated here, the electric compressor can 150 They are operated to direct the flow of charged air through the second flow channel. 34to control in response to the operating conditions of the engine, such as boost pressure, manifold pressure (MAP) and torque requirement.

[0025] In one example, the electric compressor 150 used to control the flow through the second flow channel 34 to enlarge or reduce. If the electric compressor 150 For example, if it is switched off (e.g., not rotating), no intake airflow can enter and pass through the second flow channel. 34 to the intake manifold 44 flow. Consequently, the air can only flow through the second flow channel. 34 flow when the electric compressor 150 is switched on and by the controller 12 is powered. How the speed of the electric compressor 150 As the airflow and charging increase, the amount of airflow and charging that passes through the second flow channel to the intake manifold can also increase. 34The amount supplied increases. In some embodiments, the second flow channel can have an optional throttle valve. 24 feature a throttle plate 25 features to direct the airflow through the second flow channel 34 and into the intake manifold 44 to control. In this specific example, the position of the throttle plate can be controlled. 25 through the controller 12 can be varied. In this way, the throttle valve can be adjusted. 24 They are operated to control the amount of inlet air entering the second flow channel. 34 the intake manifold 44 The controller is provided, to vary. 12 For example, the throttle plate 25 adjust to open the throttle valve 24 to enlarge. Enlarging the throttle valve opening. 21 can the intake manifold 44increase the amount of air supplied. In an alternative example, the opening of the throttle valve can be increased. 24 reduced or completely closed to reduce the airflow from the second flow channel 34 to the intake manifold 44 to shut off. Alternatively, the throttle valve can be closed. 24 be replaced by a one-way valve, which allows a maximum amount of flow into the intake manifold 44 It allows, but does not allow the intake air to enter the first flow channel. 32 upstream through the second flow channel 34 leaks when the electric compressor 150 is not in operation.

[0026] In alternative embodiments, the second flow channel can 34 a charge air cooling element, such as an intercooler, located downstream of the electric compressor 150 is positioned. The charge air cooler is located in the second flow channel. 34can cool the electrically charged charge air before it enters the intake manifold 44 The intercooler can be an air-to-air intercooler or a water-to-air intercooler.

[0027] The second flow channel 34 It has a second air intake volume (e.g., a second volume) that increases the air volume of the electric compressor. 150 and includes the air volume of the piping of the flow path. The second air intake volume can be found in the Fig. The embodiment shown in 1B is smaller than in the one shown in Fig. 1A shown embodiment. Furthermore, the Fig. 1A– Fig. 1B is not drawn to scale. As such, the second flow channel 34 with regard to the first flow channel 32 be shorter than it is in the Fig. 1A– Fig. 1B appears. Furthermore, the electric compressor 150 directly at the intake manifold 44be positioned to further reduce the air charge and intake volume.

[0028] The second volume of the second flow channel 34 can be smaller than the first volume of the first flow channel 32 be. As such, the second flow channel can 34 the charged air to the intake manifold 44 faster than the first flow channel 32 provide. As explained below with reference to the Fig. 2– Fig. As described further in section 3, the controller can control the position of the throttle valve. 21 and the operation of the electric compressor 150 Adjustments are made to control the airflow through the first and second flow channels. This allows increased boost pressure to be delivered more quickly in response to increased torque demands, thereby reducing turbo lag.

[0029] The controller 12 is in the Fig. 1A– Fig. 1B is shown as a microcomputer containing a microprocessor unit 102 , the input / output ports 104 , an electronic storage medium for executable programs and calibration values, which in this particular example is a read-only memory chip 106 shown is a read / write memory. 108 , a holding storage device 110 and contains a data bus. The controller 12 It can receive various signals from sensors that are sent to the power machine. 10 are coupled, receive, in order to perform various functions, to power the machine 10 to operate. In addition to the signals previously discussed, these signals can be used to measure the introduced air mass flow from the MAF sensor. 120 ; the engine coolant temperature (ECT) from the temperature sensor 112 , located at a point within the power engine 10shown schematically is a profile ignition response signal (PIP signal) from the Hall effect sensor. 118 (or another type) that connects to the crankshaft 40 coupled; the throttle position (TP) from a throttle position sensor, as discussed; and a manifold absolute pressure signal, MAP signal, from the sensor 122 , as discussed. The engine speed signal, RPM, can be received by the controller. 12 The manifold pressure signal MAP from a manifold pressure sensor can be generated from the PIP signal. This signal can be used to indicate a vacuum or pressure in the intake manifold. 44to provide. It is stated that various combinations of the above sensors can be used, such as a MAF sensor without a MAP sensor or vice versa. During stoichiometric operation, the MAP sensor can provide an indication of the engine torque. Furthermore, this sensor, together with the detected engine speed, can provide an estimate of the charge (including air) introduced into the cylinder. In one example, the Hall effect sensor can 118 , which is also used as a power engine speed sensor, with each revolution of the crankshaft 40 generate a predetermined number of equally spaced pulses.

[0030] Additional sensors that send signals to the controller 12 They can send, contain a temperature sensor 124 at an outlet of the charge air cooler 80 and a boost pressure sensor 126Other sensors, not shown, may also be present, such as a sensor for determining the velocity of the intake air at the charge air cooler inlet, and other sensors. In some examples, the read-only memory chip may be used. 106 the storage medium must be programmed with computer-readable data, which is processed by the microprocessor unit 102 These are executable instructions for carrying out both the procedures described below and other variants that are anticipated but not specifically listed. Example routines are provided here in the Fig. 2– Fig. 3 described.

[0031] The system according to Fig. 1A provides a power engine system that includes an intake system with two parallel flow channels leading to an intake manifold of the power engine. A first flow channel may contain a throttle valve and a turbine-driven compressor. A second flow channel, parallel to the first flow channel, may contain an electric compressor. Specifically, the second flow channel may be coupled upstream of the turbine-driven compressor between an intake port and the intake manifold. The power engine system may further include a controller with computer-readable instructions for adjusting the intake airflow through the first and second flow channels in response to driving conditions. In one example, the driving conditions may include pedal pressure and / or a torque demand above or below a threshold.

[0032] The system according to Fig. 1B provides a power engine system that includes an intake system with two flow channels leading to an intake manifold of the power engine. A first flow channel may include a throttle valve, an intercooler, a turbine-driven compressor, and a compressor recirculation valve that can be operated to redirect airflow around the turbine-driven compressor. A second flow channel, coupled downstream of the intercooler between the first flow channel and the intake manifold, may include an electric compressor. The power engine system may further include a controller with computer-readable instructions for adjusting the intake airflow through the first and second flow channels in response to driving conditions. In one example, the driving conditions may include pedal pressure and / or a torque demand above or below a threshold.

[0033] As described above, the engine's intake manifold can receive intake air through two intake ports. The first port may contain an exhaust-driven (e.g., turbine-driven) turbocharger / compressor and an intake throttle valve. The second port may contain an electric compressor. A controller can adjust the position of the intake throttle valve and the operation of the electric compressor to regulate the airflow through the first and second ports. For example, the controller can increase the opening of the intake throttle valve to increase the amount of airflow through the first port.Alternatively, the controller can decrease the intake throttle opening, increase the compressor return valve (CRV) opening, and / or activate the electric compressor to increase the amount of air flowing through the second flow channel. In one example, the controller can close the throttle and activate the electric compressor, causing all intake air to flow through the second flow channel. In another example, the controller can open the throttle and stop the electric compressor, causing all intake air to flow through the first flow channel. In yet another example, the controller can partially open the throttle while activating the electric compressor, allowing intake air to flow through both the first and second flow channels.

[0034] Furthermore, in the Fig. In the embodiment shown in Figure 1B, the controller enlarges the CRV opening when it closes the throttle and directs the airflow through the second flow channel. In one example, enlarging the CRV opening may involve fully opening the CRV. In another example, enlarging the CRV opening may involve opening the CRV if the CRV is closed. Opening the CRV when the throttle closes allows the airflow from the inlet channel (e.g., the one shown in Figure 1B) to be diverted through the second flow channel. Fig. Inlet channel shown in 1B 42The air flows through the CRV upstream of the second flow channel into the first flow channel and then into the second flow channel. While the CRV is open and the intake air is moving through the second flow channel, the turbine can drive the compressor in the first flow channel. The controller can then reduce the opening of the CRV when the throttle valve is opened again.

[0035] The flow of intake air through the first and / or second flow channel can be controlled in response to the engine's operating conditions. For example, the electric compressor may normally be off, allowing little to no intake air to flow through the second flow channel. Consequently, intake air can flow through the first flow channel to the intake manifold. The controller can adjust the throttle position to increase or decrease the throttle opening, thereby increasing or decreasing the mass airflow to the engine. Additionally, increasing the compressor speed can increase the boost pressure and MAP (manifold absolute pressure) of the air entering the engine's intake manifold. As the turbine and compressor speeds increase, so too can the amount of boost delivered to the intake manifold.When the engine demands higher torque, an increased airflow and boost pressure may be required. Consequently, the throttle valve can be controlled in response to a torque demand to supply the necessary airflow. In some cases, the compressor may not be able to spin fast enough to instantly deliver the requested boost pressure for a given torque demand. Therefore, there may be a delay between the moment a torque demand is received and the moment the requested torque is delivered by the engine. This delay, referred to here as turbo lag, can result from the time the compressor needs to increase its speed and deliver the requested boost pressure.

[0036] In some embodiments, the electric compressor of the second flow channel can be used to supply supercharging to the engine. In response to a torque demand above a threshold level, the electric compressor can, for example, be operated to supply supercharged intake air to the intake manifold. The threshold level can be based on the current speed of the turbine-driven compressor and the amount of supercharging required for the torque demand. In one example, the threshold level can decrease for a lower compressor speed and a higher requested supercharging level. In another example, the threshold level can be a predetermined level based on the turbocharger. In some examples, a torque demand above a threshold level can include pedal pressure, as indicated by an increase in pedal position and / or throttle position.

[0037] The controller can adjust the flow through the first and second flow channels to deliver the requested boost as quickly as possible. Specifically, upon receiving a torque request exceeding a threshold level, the controller can adjust the opening of the throttle valve (e.g., the throttle valve). 21 , which are in the Fig. 1A– Fig. (as shown in Figure 1B) to increase the airflow through the first flow channel. Simultaneously, the controller can engage and drive the electric compressor to direct intake air through the second flow channel. The electric compressor can supply boost to the engine intake, thereby increasing torque output. Once the manifold pressure (e.g., the MAP) is at or above atmospheric pressure, the throttle valve can close, cutting off airflow through the first flow channel. The electric compressor can continue supplying boost to the engine intake. At the same time, the turbine-driven compressor can increase its speed as the turbine speed increases. As the compressor spins faster, the boost pressure can increase.When the boost pressure increases above the MAP sensor, the controller can reopen the throttle valve to direct airflow through the first flow channel and provide the boost required to meet the torque demand. The throttle valve (e.g., the throttle body) 21 , which are in the Fig. 1A– Fig. (as shown in Figure 1B) can, for example, be opened at a controlled rate to provide a relatively constant transition of the air mass flow to the intake manifold. At this point, the controller can stop the operation of the electric compressor, thereby reducing the airflow through the second flow channel. Routing the airflow through the two flow channels in this way can reduce the time required to supply boost for an increased torque demand, thereby reducing turbo lag. Further details on these settings are discussed below regarding the Fig. 2– Fig. 3 shown.

[0038] In the embodiment in which the second flow channel is coupled downstream of the CAC between the first flow channel and the inlet manifold (as in Fig. (as shown in Figure 1B), the controller can also adjust the CRV opening. For example, if the throttle closes in response to a MAP higher than atmospheric pressure, the controller can also open the CRV. This allows increased airflow to move to the second flow channel and the electric compressor. As the second flow channel adds boost to the engine intake, the turbine-driven compressor can increase its speed as the turbine speed increases. There can be little to no load on the turbine-driven compressor, allowing its speed to increase more rapidly. The throttle can then reopen soon afterward if the CRV remains closed during this period.When the controller reopens the throttle valve in response to the increased boost pressure via the MAP sensor, the controller can also close the CRV. Further details about these settings are in the [document / section / document]. Fig. 2 and Fig. 5 shown.

[0039] When transitioning from supplying intake airflow through the first flow channel to supplying intake airflow through the second flow channel, and vice versa, the controller can adjust the throttle and electric compressor to maintain a constant and uniform mass airflow in the intake airflow. For example, as discussed above, the controller can close the throttle in the first flow channel and drive the electric compressor in the second flow channel to transition from supplying airflow through the first flow channel to supplying airflow through the second flow channel.The closing of the throttle valve and the activation of the electric compressor can be coordinated to provide a relatively constant airflow at the required level to the intake manifold. The controller can, for example, activate the electric compressor immediately or by slowly increasing the engine speed while simultaneously gradually closing the throttle valve in the first flow channel. Furthermore, the electric compressor can be activated before, at, or after the throttle valve closing point to smooth the transition in airflow. In this way, the airflow level can be maintained at the required level.

[0040] Additional operating conditions of the engine can be adjusted depending on which intake port supplies the intake airflow to the intake manifold. For example, if the throttle valve is closed and no airflow is present through the first intake port, the high-pressure EGR valve can be closed, and therefore no EGR flows into the first intake port. If the engine incorporates a low-pressure EGR system, the low-pressure EGR valve can be opened to increase the EGR flow through the low-pressure EGR system while the throttle valve in the first intake port is closed. Consequently, EGR from the low-pressure EGR system can be supplied to the second intake port.

[0041] Furthermore, spark timing settings can be configured based on which intake airflow channel provides the intake airflow and based on the resulting intake air temperature. For example, the first intake airflow channel contains a CAC (Cooling Air Cooling) to cool the compressed air before it enters the intake manifold. This reduces the temperature of the air entering the engine cylinders, thereby reducing engine knock. However, the second airflow channel may not contain a cooling element such as a CAC. Furthermore, as in the embodiment shown in Fig. As shown in Figure 1A, the second intake port directs uncooled intake air to the intake manifold. Consequently, the intake air exiting the second intake port and entering the intake manifold can be warmer than the intake air exiting the first intake port. Warmer intake air entering the engine cylinders can cause knocking. Therefore, when the second intake port supplies the intake air flow to the engine cylinders, the spark timing can be retarded to reduce knocking. Alternatively, if the intake air flow is directed through the first intake port, the spark timing can be maintained or retarded less than when the intake air flow is directed through the second intake port.

[0042] As discussed above and in Fig. As shown in Figure 1B, the inlet to the second flow channel can be coupled to the first flow channel downstream of the CAC. In this embodiment, the spark timing control can be retarded or maintained less because the charge air may already be partially cooled. In alternative embodiments, the second flow channel may also include an intercooler or other means for cooling the charge air after it has passed through the electric compressor. In this example, spark timing adjustments may not be necessary. Consequently, the spark timing settings may depend on the configuration of the second flow channel and, subsequently, on the amount of cooling provided to the charge air.

[0043] Retarding the spark timing can result in a loss of torque. The further retarded the spark, the greater the loss of torque can be. Consequently, routing the airflow through the second flow channel to prevent knocking can lead to a loss of torque due to spark retardation. However, routing the airflow through the first flow channel can also result in a loss of torque due to turbo lag. This torque loss can arise, for example, from the time required to accelerate the turbine-driven compressor to provide the required boost. In some cases, the torque loss from spark retardation can be greater than the torque loss from turbo lag.Under these conditions, the airflow can be directed through the first flow channel instead of the second, even if the torque requirement is greater than the threshold level. The procedures for adjusting the inlet airflow through the first and second flow channels based on the torque loss are described below with reference to [reference to be added]. Fig. 2– Fig. 3 and Fig. 5 discussed further.

[0044] In this way, in response to driver pedal pressure, a throttle valve in a first intake flow channel downstream of an exhaust-driven turbocharger compressor can be temporarily opened. In one example, the driver's pedal pressure can be indicated by an increase in pedal position. Furthermore, in response to the driver's pedal pressure, an electric compressor can be electrically driven to force flow through a second intake flow channel into the intake manifold. In one example, the second intake flow channel can be parallel to the first intake flow channel. In another example, the second intake flow channel can be coupled downstream of an intercooler, between the first intake flow channel and the intake manifold.

[0045] In one example, temporarily opening the throttle valve involves opening the throttle valve to a threshold opening and maintaining that opening to raise a manifold pressure from below a threshold pressure to the threshold pressure. A controller can then close the throttle valve in response to the manifold pressure increasing to the threshold pressure. In another example, the controller also opens a compressor return valve in response to the manifold pressure increasing to the threshold pressure. The threshold pressure can be atmospheric pressure.

[0046] The electric drive of the electric compressor involves driving the electric compressor at a speed based on a requested boost level for a torque demand during pedal depressurization. The throttle valve can be reopened in response to a boost pressure greater than the manifold pressure. Upon reopening the throttle valve, the controller can stop the electric drive of the electric compressor. In one embodiment, the controller can also close the compressor's return valve upon reopening the throttle valve. In another example, the throttle valve can be reopened in response to the electric compressor's power level dropping below a threshold level.Furthermore, the late adjustment can be increased during the operation of the electric compressor to force the flow through the second intake flow channel into the intake manifold.

[0047] Fig. 2 shows a procedure 200 to determine the intake flow channel, to guide the intake air through it and to the intake manifold. The process begins at 202 by estimating and / or measuring the operating conditions of the engine. The operating conditions of the engine can include engine speed and load, pedal position (PP), torque demand, spark timing control, throttle position, MAP, boost pressure, mass airflow, etc. 204The procedure includes determining whether the torque demand exceeds a threshold level. In one example, an increase in torque demand could be indicated by an increase in throttle position and / or pedal position. In another example, a torque demand exceeding a threshold level could result from driver pedal pressure. Driver pedal pressure could be indicated by a sudden increase in pedal position. Furthermore, the threshold level could be based on a torque demand that might lead to turbo lag. For example, it might take a certain amount of time for the turbine-driven compressor to generate the required boost pressure for the torque demand threshold. This time could result in a delay in the engine's torque output.As such, the threshold level can further be based on a current compressor speed and / or a current boost pressure.

[0048] If in 204 If the torque requirement is not greater than the threshold value, the controller can adjust the intake air at 206 guide the airflow through the first flow channel. Guiding the airflow through the first flow channel can include adjusting the throttle position based on the torque requirement. Furthermore, the controller can... 206 Leave the electric compressor switched off so that most or all of the intake air moves through the first flow channel. In one example, the second flow channel may contain a throttle valve or a one-way valve that is closed to block airflow through the second flow channel. Alternatively, if... 204If the torque requirement is greater than a threshold value, the procedure proceeds to 208 further, to increase the opening of the throttle valve (e.g., the throttle valve in the first flow channel). In one example, this might involve opening the throttle valve to a threshold opening. The threshold opening could be the maximum amount of opening at which the throttle valve is fully open. Increasing the throttle valve opening at 208 This can lead to an increase in air mass flow and MAP.

[0049] At 212 The controller directs the intake air through the second flow channel if the conditions for the secondary flow path are met. As in Fig. As further described in section 3, these conditions can include a torque loss from a late adjustment that is smaller than a torque loss from turbo lag. In a first example, as further described in section 3, Fig. As shown in Figure 3, directing the intake air through the second flow channel can include closing the intake throttle valve in the first flow channel and driving the electric compressor. In a second example, as shown in Figure 3, the process can involve... Fig. As further shown in Figure 5, directing the intake air through the second flow channel can include closing the intake throttle valve, opening the CRV in the first flow channel, and driving the electric compressor.

[0050] Fig. Figure 3 shows a procedure 300 to adjust the inlet airflow through the first and second flow channels (such as the first and second flow channels) 32 or 34 , which in Fig. (shown in 1A) in response to the operating conditions of the power machine. Specifically, the procedure goes 300 from the procedure 200further, to direct the airflow through a first embodiment of the second flow channel, as in Fig. As shown in Figure 1A, the airflow is directed through the second flow channel. In this embodiment, directing the airflow through the second flow channel includes directing the inlet air from a location upstream of the turbine-driven compressor through the second flow channel and to the inlet manifold.

[0051] The airflow can be directed through the second flow channel if the torque requirement increases above a threshold level (as in the case of 204 in the proceedings 200 as described above) and the conditions for the secondary flow path are met. As described above, the conditions for the secondary flow path may include that an expected torque loss from the late adjustment is less than an expected torque loss from turbo lag. As such, the method includes, in the case of 301Determining whether the torque loss from the retardation is less than the torque loss from turbo lag. The torque loss from the retardation can be the resulting torque loss due to retarding the spark to reduce knocking while warmer air is routed through the second flow channel. The torque loss from turbo lag can be the resulting torque loss due to routing the airflow through the first flow channel and waiting for the turbine-driven compressor to generate the required boost for the torque demand. If the torque loss from the retardation is not less than the torque loss due to turbo lag (e.g., the torque loss from the retardation is greater than the torque loss from turbo lag), the procedure proceeds to 302further, to direct the airflow through the first flow channel. Consequently, even if the torque demand is greater than the threshold, the inlet airflow is directed through the first flow channel to reduce losses in the engine's torque output. However, if at 301 If the torque loss from the late adjustment is less than the torque loss from the turbo lag, the controller directs the intake air at 303 through the second flow channel. Consequently, in some examples, the controller can simultaneously open the intake throttle valve in the first flow channel (as described) and direct the airflow through the second flow channel to increase boost.

[0052] Specifically, the controller drives at 303 The electric compressor is activated and the intake air is directed through the second flow channel. The compressor is driven when... 302This can include switching on the electric compressor and operating it at a speed based on a requested boost level for the torque demand. For example, the electric compressor can remain off until the torque demand and / or pedal position increases above a threshold. At this point, the electric compressor's speed can increase with the increasing torque demand. In another example, the electric compressor can only be switched on or off. As such, the electric compressor can only operate at a certain speed when it is switched on. In yet another example, the electric compressor's operating speed can be based on an amount of power stored in the electric compressor (e.g., the power available in the electric compressor). For example, if...If less power is available for the operation of the electric compressor, the electric compressor can be driven at a lower speed than that required for the charging level.

[0053] After switching on the electric compressor, the controller can at 304 Adjust the spark timing control. The spark timing control settings can be based on the temperature of the charge air moving through the second flow channel and entering the engine's intake manifold. In response to driving the electric compressor to direct warmer intake air through the second flow channel, the controller can at 304For example, the spark timing can be retarded. The amount of retardation can be based on the temperature of the air moving through the second flow channel and / or the drive speed of the electric compressor. For a higher torque demand, the electric compressor can, for example, rotate at a faster speed to provide the increased boost. This can increase the temperature of the intake air entering the engine cylinders, thereby increasing the risk of knocking. As a result, the spark can be retarded by a greater amount. The controller can continue to adjust the spark while the intake air is being routed through the second flow channel. After the throttle valve closes (which occurs in the following at 312(as further described) the controller can, for example, increase the amount of the retard due to an increased amount of warmer air moving through to the intake manifold.

[0054] At 308 The procedure includes determining whether the MAP is at or above a threshold pressure. In one example, the threshold pressure is atmospheric pressure. In another example, the threshold pressure could be a pressure greater or less than atmospheric pressure. If the MAP is at 308 still below the threshold pressure, the controller receives 310 The current throttle valve opening is maintained. As soon as the MAP reaches the threshold pressure and / or increases above the threshold pressure, the controller closes the throttle valve. 312 The throttle valve in the first flow channel. The closing of the throttle valve at 312This can include slowly reducing the throttle valve opening to provide a relatively constant airflow to the engine intake. In this way, a continuous airflow can be supplied to the intake manifold.

[0055] While the electric compressor is being driven, the turbine-driven compressor can increase its rotational speed. As a result, the boost pressure downstream of the turbine-driven compressor can increase. 314 The procedure determines whether the boost pressure is greater than the MAP (mapped value). If the boost pressure is not greater than the MAP, the controller... 316 The electric compressor continues to run, while the throttle valve remains closed. However, if the boost pressure is higher than the MAP (mapped value), the process continues. 318further, to open the throttle valve to supply the requested boost for the torque demand. When the throttle valve opens, the controller stops at 320 Driving the electric compressor. This may include stopping the airflow through the second flow channel. Furthermore, the procedure may involve... 320 This includes restoring the spark timing control to its original or currently requested level. In some embodiments, the steps may include... 318 and 320 These actions occur simultaneously to ensure a smooth and continuous flow of air. For example, this might involve increasing the throttle opening while the compressor slows down and eventually stops.

[0056] Alternatively, if the electric compressor runs out of power before the boost pressure increases via the MAP sensor, the throttle valve can still be opened. The procedure 300 can be, for example, after 314 and before 316 include an additional step that checks the power level of the electric compressor. If the power level of the electric compressor is below a threshold level, the procedure can be terminated. 318 to continue opening the throttle valve again, even if the boost pressure is no greater than the MAP. The electric compressor would then... 320 It must be switched off so that it can be recharged for subsequent pedal presses.

[0057] In this way, a controller can adjust the intake airflow through a first and a second flow channel in response to driving conditions. In one example, adjusting the intake airflow in response to a torque demand less than a threshold involves increasing the throttle opening to direct airflow through the first flow channel. In another example, adjusting the intake airflow in response to a torque demand greater than a threshold involves initially increasing the throttle opening and driving the electric compressor to simultaneously direct airflow through both the first and second flow channels. Then, in response to a manifold pressure greater than atmospheric pressure, the throttle can be closed after the initial increase in opening.Adjusting the intake airflow may further involve, in response to a torque demand greater than a threshold and a boost pressure greater than a manifold pressure, increasing the opening of the throttle valve and stopping the drive of the electric compressor to direct the airflow through the first flow channel.

[0058] Fig. 5 shows a procedure 500 to adjust the inlet airflow through the first and second flow channels (such as the first and second flow channels) 32 or 34 , which in Fig. (shown in Figure 1B) in response to the operating conditions of the power machine. Specifically, the procedure proceeds as follows: 500 from the procedure 200 further, to direct the airflow through a second embodiment of the second flow channel, as in Fig. As shown in Figure 1B, the airflow is directed through the second flow channel. In this embodiment, directing the airflow through the second flow channel includes directing the intake air from a point downstream of an intercooler in the first flow channel through the second flow channel and to the intake manifold.

[0059] The airflow can be directed through the second flow channel if the torque requirement increases above a threshold level (as in the case of...). 204 in the proceedings 200 as described). Consequently, after enlarging the throttle valve opening (as in 208 in the proceedings 200 (has been described) the controller at 502 to drive the electric compressor and direct the intake air through the second flow channel. As discussed above, driving the compressor can be done when 502This includes switching on the electric compressor and operating the electric compressor at a speed based on a requested boost level for the torque demand. For example, the electric compressor may remain off until the torque demand and / or pedal position increases above a threshold. At this point, the speed of the electric compressor may increase with the increasing torque demand. In another example, the electric compressor may only be switched on or off. As such, the electric compressor can only operate at a certain speed when it is switched on. In yet another example, the operating speed of the electric compressor may be based on an amount of power stored in the electric compressor (e.g., the power available in the electric compressor). For example, if...If less power is available for the operation of the electric compressor, the electric compressor can be driven at a lower speed than that required for the charging level.

[0060] After switching on the electric compressor, the controller can at 504 Adjust the spark timing. The spark timing settings can be based on the temperature of the charge air moving through the second flow channel and entering the engine's intake manifold. Because in this embodiment the second flow channel is coupled downstream of the CAC between the first flow channel and the intake manifold, less retard may be required. The air moving through the second flow channel can, for example, be partially cooled (e.g., by the CAC in the first flow channel). In some embodiments, little or no spark adjustment may be necessary.504 This may be necessary if the second flow channel contains a charge air cooling element.

[0061] At 508 The procedure includes determining whether the MAP is at or above a threshold pressure. In one example, the threshold pressure is atmospheric pressure. In another example, the threshold pressure could be a pressure greater or less than atmospheric pressure. If the MAP is at 508 still below the threshold pressure, the controller receives 510 The current throttle valve opening is maintained. As soon as the MAP reaches the threshold pressure and / or increases above the threshold pressure, the controller closes the throttle valve. 512 The throttle valve in the first flow channel opens the CRV. The closing of the throttle valve and the opening of the CRV at 512This can include slowly decreasing the throttle valve opening and slowly increasing the CRV opening to provide a relatively consistent airflow to the engine intake. In this way, a continuous airflow to the intake manifold can be maintained.

[0062] While the electric compressor is being driven, the turbine-driven compressor can increase its rotational speed. As a result, the boost pressure downstream of the turbine-driven compressor can increase. 514 The procedure determines whether the boost pressure is greater than the MAP (mapped value). If the boost pressure is not greater than the MAP, the controller... 516 The electric compressor continues to run, while the throttle valve remains closed. However, if the boost pressure is higher than the MAP (mapped value), the process continues. 518further, to open the throttle valve to supply the requested boost for the torque demand. When the throttle valve opens, the controller stops at 520 Driving the electric compressor, which closes the CRV. This may include stopping the airflow through the second flow channel. Furthermore, the procedure may involve... 520 This includes restoring the spark timing control to its original or currently requested level. In some embodiments, the steps may include... 518 and 520 These actions occur simultaneously to ensure a smooth and continuous flow of air. For example, this might involve increasing the throttle opening while the compressor slows down and eventually stops.

[0063] Alternatively, if the electric compressor runs out of power before the boost pressure increases via the MAP sensor, the throttle valve can still be opened. The procedure 500 can be, for example, after 514 and before 516 include an additional step that checks the power level of the electric compressor. If the power level of the electric compressor is below a threshold level, the procedure can be terminated. 518 to continue opening the throttle valve again, even if the boost pressure is no greater than the MAP. The electric compressor would then... 520 It must be switched off so that it can be recharged for subsequent pedal presses.

[0064] In this way, a controller can adjust the intake airflow through a first and a second flow channel in response to driving conditions. In one example, adjusting the intake airflow in response to a torque demand less than a threshold involves increasing the throttle opening to direct airflow through the first flow channel. In another example, adjusting the intake airflow in response to a torque demand greater than a threshold involves initially increasing the throttle opening and then driving the electric compressor to simultaneously direct airflow through both the first and second flow channels.Then, in response to a manifold pressure greater than atmospheric pressure, the throttle valve can be closed after an initial increase in opening, and the compressor's return valve can be opened. Adjusting the intake airflow can further involve, in response to a torque demand greater than a threshold and a boost pressure greater than manifold pressure, increasing the throttle valve opening, closing the compressor's return valve, and stopping the electric compressor's drive to direct the airflow through the first flow channel.

[0065] Fig. Figure 4 illustrates a graphical example of the throttle valve and electric compressor settings in response to the engine's operating conditions. The settings in Fig. 4 are for a first embodiment of a second flow channel, as in Fig. Figure 1A illustrates this. Specifically, the graphic representation shows... 400 the changes in pedal position in the graphical representation 402 , the changes in torque requirement in the graphical representation 404 , the changes in throttle position (TP) in the graphical representation 406 , the changes in the MAP (e.g., the crook pressure) in the graphical representation 408 , the changes in boost pressure in the graphical representation 410 , the changes in the operation of the electric compressor in the graphical representation 412 and the changes in the spark timing control in the graphical representation 418 In the graphical representation 402 Pedal pressure can be indicated by a sudden increase in pedal position. The throttle position can range between closed and fully open, as shown in the graphic representation. 406This is shown. In one example, the basic operation of the electric compressor can be switched off. The operation of the electric compressor and the increases in its speed are shown in the graphical representation. 412 As indicated. Finally, the spark timing control of the MBT can be adjusted to be late or early, as shown in the graphic representation. 418 shown.

[0066] Before time t1, the pedal position is in a stationary position (the graphical representation 402 ), the torque requirement is below the threshold level 414 (the graphical representation 404 ) and the spark timing control is located near the MBT (the graphical representation 418 Furthermore, the throttle valve is partially open ( 406 ), the MAP and boost pressure are below the threshold pressure 416(e.g., atmospheric pressure) and the electric compressor is switched off. As such, the intake airflow can move through the first flow channel and not through the second flow channel.

[0067] At time t1, the pedal position gradually increases (the graphical representation). 402 This causes the torque demand to increase; however, it remains below the threshold level. 414 (the graphical representation 404 As a result, the throttle valve position increases (the graphical representation). 406 ), thereby increasing the air mass flow to the intake manifold. The boost pressure increases, causing the MAP to exceed the threshold pressure. 416 increased (the graphical representations 408 and 410 The electric compressor remains switched off because the torque demand is lower than the threshold level. 414The spark timing can be slightly delayed by the MBT in response to the increase in pedal position. At time t2, the pedal position decreases (see graphical representation). 402 ) and returns to a steady, lower level. During response, the torque demand and throttle position decrease, thereby reducing the MAP and boost pressure.

[0068] At time t3, pedal pressure occurs, as indicated by a sudden increase in pedal position (the graphical representation). 402 ), thereby increasing the torque requirement above the threshold level 414 The throttle opening is increased. In response to pedal pressure, the controller increases the throttle opening until it is fully open (the graphical representation). 406), thereby switching on the electric compressor. As such, from time t3 to time t4, the charge air can be supplied to the intake manifold through both the first and second flow channels. The MAP and boost pressure increase, with the MAP reaching the threshold pressure at time t4. 416This is achieved. As a result, the throttle opening is reduced and eventually closed, cutting off the airflow through the first flow channel. The controller continues to drive the electric compressor to provide boost to the intake manifold. Additionally, at time t4, the controller can further retard the spark and can continue this retardation while the electric compressor is engaged and driving airflow through the second flow channel. Between time t4 and time t5, the MAP continues to increase as the intake air moves through the electric compressor and to the intake manifold. Meanwhile, the boost pressure increases (the graphical representation). 410), as the turbine-driven compressor accelerates and continues to run. At time t5, the boost pressure increases via the MAP sensor. As a result, the controller increases the throttle valve opening to supply the required boost for the torque demand. The controller also stops driving the compressor, switches it off, and cuts off the airflow through the second flow channel (the graphical representation). 412 ). At time t6, the pedal pressure ends, which reduces the torque demand and the throttle opening.

[0069] At time t7, another pedal pressure occurs (the graphical representation 402 The torque demand increases above the threshold level. 414The torque loss due to the retarded ignition timing when the airflow is directed through the second flow channel can, however, be greater than the torque loss due to turbo lag when the airflow is directed through the first flow channel. Even if the torque demand is greater than the threshold level. 414 If this is the case, the controller consequently opens the throttle valve to direct the airflow through the first flow channel (the graphical representation 406 ), while leaving the electric compressor switched off (the graphical representation 412 At time t8, the pedal pressure ends and the throttle valve opening returns to the currently requested level.

[0070] As shown in the graphic representation 400As shown, the intake airflow can be directed through the first and second parallel flow channels. In one example, during a first state (as shown at times t1 and t7), the intake airflow is directed through the first flow channel, which contains a throttle valve and a turbine-driven compressor. Directing the intake airflow through the first flow channel involves increasing the throttle valve opening. In the first example, as shown at time t1, the first state involves a torque demand that is less than a threshold value. In a second example, as shown at time t7, the first state involves a torque demand that is greater than the threshold value, and a torque loss from the spark plug retard due to directing the intake airflow through the second flow channel is greater than a torque loss from turbo lag.

[0071] In another example, during a second state (as shown at time t4), the intake airflow is routed through a second flow channel containing an electric compressor, with the second flow channel being parallel to the first. Routing the intake airflow through the second flow channel involves driving the electric compressor and closing the throttle valve when the manifold pressure is at or above a threshold pressure. As shown at time t4, the second state involves a torque demand greater than a threshold value, and any torque loss from spark retardation during routing the intake airflow through the second flow channel is less than any torque loss from turbo lag.

[0072] During a third state, as shown at time t5, when the boost pressure is greater than the manifold pressure while driving the intake airflow through the second flow channel, the throttle valve is open to direct the intake airflow through the first flow channel. Furthermore, during this third state, the controller stops driving the electric compressor to stop the airflow through the second flow channel.

[0073] Fig. Figure 6 illustrates a graphical example of the throttle valve, compressor return valve (CRV), and electric compressor settings in response to engine operating conditions. The settings in Fig. 6 are for a second embodiment of a second flow channel, as in Fig. Figure 1B illustrates this. Specifically, the graphic representation shows 600the changes in pedal position in the graphical representation 602 , the changes in torque requirement in the graphical representation 604 , the changes in throttle position (TP) in the graphical representation 606 , the changes in MAP (e.g., manifold pressure) in the graphical representation 608 , the changes in boost pressure in the graphical representation 610 , the changes in the operation of the electric compressor in the graphical representation 612 , the changes in spark timing control in the graphical representation 618 and the changes in the CRV position in the graphical representation 620 In the graphical representation 602 Pedal pressure can be indicated by a sudden increase in pedal position. The throttle position can range between closed and fully open, as shown in the graphic representation. 606This is shown. In one example, the basic operation of the electric compressor can be switched off. The operation of the electric compressor and the increases in its speed are shown in the graphical representation. 612 as indicated. Furthermore, the CRV position can lie between a closed and a fully open position, as shown in the graphical representation. 620 This is shown. In alternative examples, however, the CRV position can lie between closed and fully open. Finally, the MBT's spark timing can be retarded or advanced, as shown in the graphic. 618 shown.

[0074] Before time t1, the pedal position is in a stationary position (the graphical representation 602 ), the torque requirement is below the threshold level 614 (the graphical representation 604) and the spark timing control is located near the MBT (the graphical representation 618 Furthermore, the throttle valve is partially open (the graphic representation). 606 ), the MAP and boost pressure are below the threshold pressure 616 (e.g., atmospheric pressure), the electric compressor is switched off (the graphical representation 612 ) and the CRV is closed (the graphical representation) 620 As such, the inlet airflow can move through the first flow channel and not through the second flow channel.

[0075] At time t1, the pedal position gradually increases (the graphical representation). 602 This causes the torque demand to increase; however, it remains below the threshold level. 614 (the graphical representation 604 As a result, the throttle valve position increases (the graphical representation). 606), thereby increasing the air mass flow to the intake manifold. The boost pressure increases, causing the MAP (manifold absolute pressure) to exceed the threshold pressure. 616 increased (the graphical representations 608 and 610 The electric compressor remains switched off and the CRV remains closed because the torque demand is lower than the threshold level. 614 The spark timing can be slightly retarded relative to the MBT in response to the increase in pedal position. At time t2, the pedal position decreases (see graphical representation). 602 ) and returns to a steady, lower level. During response, the torque demand and throttle position decrease, thereby reducing the MAP and boost pressure.

[0076] At time t3, pedal pressure occurs, as indicated by a sudden increase in pedal position (the graphical representation). 602), thereby increasing the torque requirement above the threshold level 614 The throttle opening is increased. In response to pedal pressure, the controller increases the throttle opening until it is fully open (the graphical representation). 606 ), thereby switching on the electric compressor. As such, from time t3 to time t4, the charge air can be supplied to the intake manifold through both the first and second flow channels. The MAP and boost pressure increase, with the MAP reaching the threshold pressure at time t4. 616 This is achieved. As a result, the throttle opening is reduced and finally closed, cutting off the airflow through the first flow channel. At this point, the controller opens the CRV (the graphical representation). 620In alternative embodiments, the opening of the CRV at time t4 may involve the partial opening of the CRV. The controller continues to drive the electric compressor to provide supercharging to the intake manifold. Furthermore, at time t4, the controller may further retard the spark and may continue to retard the spark while the electric compressor is engaged and driving airflow through the second flow channel. However, in this second embodiment of the second flow channel, less retard may be required than in the first embodiment of the second flow channel, as shown in Fig. Figure 4 shows that between time t4 and time t5, the MAP continues to increase as the intake air moves through the electric compressor and to the intake manifold. Meanwhile, the boost pressure increases (see graph). 610), as the turbine-driven compressor accelerates and continues to run. At time t5, the boost pressure increases via the MAP sensor. As a result, the controller closes the CRV, increasing the throttle valve opening to supply the requested boost for the torque demand. The controller also stops driving the compressor, switches it off, and cuts off airflow through the second flow channel (the graphical representation). 612 ). At time t6, the pedal pressure ends, which reduces the torque demand and the throttle opening.

[0077] As shown in the graphic representation 600As shown, the intake airflow can be directed through the first and second flow channels. In one example, during a first state (as shown at time t1), the intake airflow is directed through the first flow channel, which contains a throttle valve and a turbine-driven compressor. Directing the intake airflow through the first flow channel involves increasing the throttle valve opening. As shown at time t1, the first state involves a torque demand that is less than a threshold value.

[0078] In another example, during a second state (as shown at time t4), the intake air flow is directed through a second flow channel containing an electric compressor. This second flow channel is coupled between the first flow channel, downstream of an intercooler, and an intake manifold. Directing the intake air flow through the second flow channel involves driving the electric compressor and closing the throttle and opening a compressor return valve when a manifold pressure is at or above a threshold pressure. As shown at time t4, the second state involves a torque demand exceeding a threshold.

[0079] During a third state, as shown at time t5, when the boost pressure is greater than the manifold pressure while driving the intake airflow through the second flow channel, the throttle valve is open to direct the intake airflow through the first flow channel. Furthermore, during this third state, the controller stops driving the electric compressor to stop the airflow through the second flow channel by closing the compressor's return valve.

[0080] In this way, in response to a torque demand and the engine's operating conditions, the necessary boost for the torque demand can be provided by adjusting the airflow through the first and second intake flow channels. The first flow channel can contain a throttle valve and a turbine-driven compressor. For example, in response to pedal pressure, a controller can simultaneously direct the intake airflow through both channels by increasing the opening of the throttle valve located in the first flow channel and driving an electric compressor located in the second flow channel. When the manifold pressure reaches atmospheric pressure, the controller can close the throttle valve and continue driving the electric compressor.In some embodiments, the controller can additionally open a return valve on the compressor. The electric compressor can provide the required boost to the intake manifold while boost pressure increases downstream of the turbine-driven compressor. When the boost pressure in the secondary flow channel exceeds the manifold pressure, the controller can reopen the throttle valve to provide additional boost and stop driving the compressor. In this way, turbo lag can be reduced and the required boost can be provided to meet the engine's torque demand.

[0081] One embodiment relates to a power engine system comprising an intake system with two parallel flow channels leading to an intake manifold of the power engine, a first flow channel containing a throttle valve and a turbine-driven compressor, a second flow channel parallel to the first flow channel containing an electric compressor, and a controller with computer-readable instructions for adjusting the intake airflow through the first and second flow channels in response to driving conditions. In one example, adjusting the intake airflow in response to a torque demand less than a threshold involves increasing the throttle valve opening to direct airflow through the first flow channel.In another example, adjusting the intake airflow in response to a torque demand greater than a threshold involves initially increasing the throttle opening to direct airflow through the first flow channel and driving the electric compressor to direct airflow through the second flow channel. In response to a manifold pressure greater than atmospheric pressure, the throttle valve closes after the initial opening increase. Adjusting the intake airflow further involves increasing the throttle opening to direct airflow through the first flow channel in response to a torque demand greater than a threshold and a boost pressure greater than manifold pressure.

[0082] Another embodiment relates to a power engine system comprising an intake system with two flow channels leading to an intake manifold of the power engine; a first flow channel containing a throttle valve, an intercooler, a turbine-driven compressor, and a compressor return valve operable to direct the airflow around the turbine-driven compressor; a second flow channel coupled downstream of the intercooler between the first flow channel and the intake manifold, containing an electric compressor; and a controller with computer-readable instructions for adjusting the intake airflow through the first flow channel and the second flow channel in response to driving conditions.In one example, adjusting the intake airflow in response to a torque demand less than a threshold involves increasing the throttle opening to direct airflow through the first flow channel. In another example, adjusting the intake airflow in response to a torque demand greater than a threshold involves initially increasing the throttle opening to direct airflow through the first flow channel, driving the electric compressor to direct airflow through the second flow channel, and, in response to a manifold pressure greater than atmospheric pressure, closing the throttle and opening the compressor's return valve after the initial increase in opening.Adjusting the intake airflow further includes, in response to a torque demand greater than a threshold and a boost pressure greater than a manifold pressure, increasing the opening of the throttle valve to direct the airflow through the first flow channel.

[0083] Another embodiment relates to a power engine method that includes directing the intake air flow through a flow channel containing a turbine-driven compressor followed by an intercooler, wherein a compressor bypass valve is open while the air cooled by the intercooler is compressed by an electrically driven compressor and directed to an intake manifold. This directing occurs in response to pedal pressure from the driver, with the compression by the electrically driven compressor decreasing while the compressor's bypass valve closes after the turbine-driven compressor has reached a threshold level. Furthermore, the air compressed by the electrically driven compressor is fed to the intake manifold while a throttle valve in a parallel channel is bypassed.In addition, an exhaust gas recirculation valve is completely closed while the intake air flow is directed through the flow channel and the air cooled by the charge air cooler is compressed.

[0084] It should be noted that the exemplary control routines contained herein can be used with various system configurations of the power unit and / or the vehicle. The specific routines described here may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. As such, the various actions, operations, or functions illustrated may be executed in the illustrated order, executed in parallel, or, in some cases, omitted. Likewise, the order of processing is not necessarily required to achieve the features and benefits of the example execution methods described here, but it is provided for ease of illustration and description.One or more of the illustrated actions or functions can be performed repeatedly, depending on the specific strategy used. Furthermore, the described actions can graphically represent code that is to be programmed into the computer-readable storage medium in the power machine control system.

[0085] It is clear that the configurations and routines disclosed herein are exemplary and that these specific embodiments are not to be considered limiting, as numerous variations are possible. The above technique can be applied, for example, to V-6, I-4, I-6, V-12, Boxer-4, and other types of power engines. Furthermore, one or more of the various system configurations can be used in combination with one or more of the described diagnostic routines. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

Claims

[1] Power engine process comprising the following: In response to pedal pressure from the driver, a throttle valve is temporarily opened downstream of an exhaust-driven turbocharger compressor in a first intake flow channel; and Electrically driving an electric compressor to drive the flow into an intake manifold through a second intake flow channel, wherein the second intake flow channel is coupled downstream of an intercooler between the first intake flow channel and the intake manifold. [2] Method according to claim 1, wherein the temporary opening of the throttle valve includes opening the throttle valve to a threshold opening and maintaining the threshold opening to increase a manifold pressure from below a threshold pressure to the threshold pressure. [3] Method according to claim 2, further comprising closing the throttle valve and opening a return valve of the compressor in response to the manifold pressure increasing to the threshold pressure. [4] Method according to claim 3, wherein the threshold pressure is atmospheric pressure. [5] Method according to claim 1, wherein the electrical driving of the electric compressor includes driving the electric compressor at a speed based on a requested charging level for a torque request during pedal pressure. [6] The method of claim 1, further comprising the re-opening of the throttle valve in response to a boost pressure greater than a manifold pressure. [7] Method according to claim 6, which further comprises, upon reopening the throttle valve, stopping the electric drive of the electric compressor and closing a return valve of the compressor. [8] Method according to claim 6, wherein the re-opening of the throttle valve further occurs in response to a power level of the electric compressor that falls below a threshold level. [9] Method according to claim 1, wherein the pedal pressure of the driver is indicated by an increase in pedal position. [10] Method according to claim 1, further comprising adjusting the spark timing control during the operation of the electric compressor based on a temperature in the inlet manifold. [11] Power machine process comprising the following: During a first state, the intake airflow is guided through a first flow channel containing a throttle valve and a compressor driven by a turbine; and During a second state, the intake air flow is directed through a second flow channel containing an electric compressor, the second flow channel being coupled downstream of an intercooler between the first flow channel and an intake manifold. [12] Method according to claim 11, wherein guiding the inlet air flow through the first flow channel includes enlarging an opening of the throttle valve. [13] Method according to claim 11, wherein the first state includes a state when a torque requirement is less than a threshold value. [14] Method according to claim 11, wherein guiding the inlet air flow through the second flow channel includes driving the electric compressor and closing the throttle valve and opening a return valve of the compressor when a manifold pressure is at or above a threshold pressure. [15] Method according to claim 11, wherein the second state includes a torque requirement that is greater than a threshold value. [16] Method according to claim 11, which further comprises, during a third state when, during the driving of the inlet air flow through the second flow channel, a boost pressure is greater than a manifold pressure, opening the throttle valve to direct the inlet air flow through the first flow channel, stopping the driving of the electric compressor and closing a return valve of the compressor. [17] Power machine process comprising the following: Guiding the intake air flow through a flow channel containing a turbine-driven compressor followed by an intercooler, with a compressor bypass valve open; while the air cooled by the intercooler is compressed by an electrically driven compressor and directed to an intake manifold. [18] Power machine method according to claim 17, wherein the guidance is carried out in response to a pedal pressure of the driver and wherein the compression by the electrically driven compressor is reduced while the bypass valve of the compressor is closed after the compressor driven by a turbine has reached a threshold level. [19] Power engine method according to claim 17, wherein the air compressed by the electrically driven compressor is supplied to the inlet manifold, while a throttle valve is bypassed in a parallel channel. [20] Power engine method according to claim 17, wherein an exhaust gas recirculation valve is completely closed while the inlet air flow is directed through the flow channel and the air cooled by the charge air cooler is compressed.

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