Sequential Turbocharger Control for Engine Fuel Economy and Power

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Solution Overview

Problem

Internal combustion engines with sequential supercharging require optimization to utilize exhaust-gas turbochargers efficiently, particularly in varying operating modes such as economy and sport modes, to achieve low fuel consumption and high driving dynamics.

Innovation Solution

A method where charge air for the cylinders is provided either exclusively by the first exhaust-gas turbocharger or both by the first and second turbochargers, dependent on the operating mode demanded by the driver or controller, based on torque, speed, and power requirements, allowing for adaptive use of both turbochargers in economy and sport modes.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Use of energy by moving object

If charge air is provided exclusively by the first exhaust-gas turbocharger in economy mode, then fuel efficiency is improved, but power output is reduced

Engineering Contradiction:

Improvefuel efficiencyVSAvoidpower output

Core Design Contradiction:

Use of energy by moving objectVSPower

Solution Approach 1:

The patent implements dynamic switching between single-turbocharger and dual-turbocharger operation modes based on real-time driving conditions. The control device transitions from using only the first exhaust-gas turbocharger in economy mode to utilizing both first and second turbochargers in sport mode, enabling the system to adapt its power output and fuel consumption characteristics dynamically to match driver demands and operating conditions

Inventive Principle:

Principle #15Dynamics

Solution Approach 2:

The system changes operational parameters by switching between different turbocharger configurations. In economy mode, the control device operates with the first turbocharger at optimized parameters for fuel efficiency, while in sport mode, it activates the second turbocharger and adjusts parameters to maximize power output, thereby resolving the contradiction between fuel efficiency and power availability

Inventive Principle:

Principle #35Parameter changes

2Power

If charge air is provided by both first and second exhaust-gas turbochargers in sport mode, then power output is improved, but fuel consumption increases

Engineering Contradiction:

Improvepower outputVSAvoidfuel consumption

Core Design Contradiction:

PowerVSUse of energy by moving object

Solution Approach 1:

The control device dynamically activates the second exhaust-gas turbocharger only when sport mode is detected, allowing the system to deliver high power output when needed while maintaining fuel-efficient operation during normal driving conditions. This dynamic activation strategy ensures that the additional fuel consumption from dual-turbocharger operation is incurred only when high performance is actually required

Inventive Principle:

Principle #15Dynamics

3Device complexity

If exhaust gas is conducted exclusively via the first exhaust-gas turbocharger, then charge air provision is simplified, but catalytic converter heating efficiency is reduced

Engineering Contradiction:

Improvecharge air provision complexityVSAvoidcatalytic converter temperature

Core Design Contradiction:

Device complexityVSTemperature

Solution Approach 1:

The second exhaust-gas turbocharger serves multiple functions: it provides additional charge air during sport mode and simultaneously acts as an efficient catalyst heater during cold starts. By routing exhaust gas through the second turbocharger's turbine, the system generates high temperatures that rapidly heat the catalytic converter, achieving dual benefits of power enhancement and emission control activation

Inventive Principle:

Principle #6Universality (Multi-functionality)

Applied Scientific Principles

This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.

Function Achieved in This Case

This adaptive approach enhances fuel efficiency in economy mode and provides high power in sport mode, while effectively heating the catalytic converter during cold starts, optimizing the sequential supercharging process.

Implementation Method 1

Each cylinder of the cylinder row has multiple outlet valves for exhaust gas. More particularly, a first exhaust-gas duct couples first outlet valves of the cylinders of the cylinder row to a first turbine of a first exhaust-gas turbocharger

Methodology Applied

Scientific EffectTurbocharging: Turbine

Implementation Method 2

a first exhaust-gas duct couples first outlet valves of the cylinders of the cylinder row to a first turbine of a first exhaust-gas turbocharger

Methodology Applied

Scientific EffectExhaust gas energy conversion: Heat Engine

Data Source

PatentUS9938891B2Method and control device for operating an internal combustion engine

Publication Date: 2018.04.10 DR ING H C F PORSCHE AG

AI summary

A method is provided for operating an internal combustion engine (10) that has at least one cylinder row (11a, 11b) with multiple cylinders (12a, 12b). Each cylinder row (11a, 11b) has a first exhaust-gas turbocharger (13a, 13b) and a second exhaust-gas turbocharger (14a, 14b). The method includes providing charge air for the cylinders (12a, 12b) of the internal combustion engine (10) either exclusively by the first exhaust-gas turbocharger (13a, 13b) of the cylinder row (11a, 11b) of the internal combustion engine (10) or by both the first exhaust-gas turbocharger (13a, 13b) of the cylinder row (11a, 11b) of the internal combustion engine (10) and the second exhaust-gas turbocharger (14a, 14b) of the cylinder row (11a, 11b) of the internal combustion engine (10) in a manner dependent on an operating mode demanded by a driver and/or by a controller for the internal combustion engine (10).