Supercharged Engine Intake Control for Turbulence Optimization
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Solution Overview
Problem
Current supercharging systems for engines fail to independently optimize turbulence in the combustion chamber for increased power delivery, especially at low engine rpm and when switching between fuels, due to mechanical complexity and dependence on exhaust flows.
Innovation Solution
A supercharged engine with a control system that automatically regulates intake flows and compressor speed to optimize turbulence independently of exhaust flows, using dual intake ducts and motors to manage flow rates and turbulence based on engine power status and fuel type.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a divider valve is used to generate turbulence in the combustion chamber, then power delivery is improved, but the total flow rate entering the chamber decreases
Solution Approach 1:
The patent replaces the mechanical divider valve system with an electrically controlled flapper valve system. The flapper valve is actuated by a motor (such as a voice coil motor) that can precisely control the valve opening based on feedback from sensors. This substitution allows for electronic regulation of turbulence generation without the mechanical complexity and flow restrictions of traditional divider valves, thereby maintaining or improving total flow rate while achieving the desired turbulence for power delivery enhancement.
Solution Approach 2:
The patent implements a dynamic control system where the flapper valve position is continuously adjusted based on real-time feedback from sensors monitoring engine parameters such as intake manifold pressure, exhaust manifold pressure, and engine speed. This dynamic adjustment allows the system to optimize turbulence generation at different operating conditions, ensuring that power delivery is maximized without unnecessarily restricting total flow rate under varying engine loads and speeds.
2Power
If the supercharging system structure is made complex to generate turbulence through duct geometry modifications, then turbulence is improved, but device complexity increases
Solution Approach 1:
The patent extracts the turbulence generation function from the fixed intake duct geometry and relocates it to a separate, controllable flapper valve component. Instead of modifying the duct structure itself to create turbulence, the system uses the flapper valve positioned within the duct to generate turbulence through its adjustable opening. This separation allows the duct to remain simple while the valve provides the turbulence-generating function, reducing overall system complexity.
Solution Approach 2:
The patent introduces an intermediary flapper valve mechanism between the intake duct and the combustion chamber. This intermediary component serves as a mediator that generates turbulence without requiring complex modifications to the duct geometry. The flapper valve can be positioned at various angles to create different levels of turbulence, providing a flexible and simpler alternative to redesigning the entire intake duct structure.
3Power
If the turbine speed is increased to compensate for flow rate division, then power delivery is improved, but the system becomes dependent on exhaust flows
Solution Approach 1:
The patent implements a feedback control system where sensors monitor engine parameters including intake manifold pressure, exhaust manifold pressure, and engine speed. This feedback information is used by a control unit to adjust the flapper valve position and motor actuation in real-time. The feedback mechanism allows the system to independently optimize turbulence generation and power delivery based on actual engine conditions rather than being solely dependent on exhaust flow-driven turbine speed, thereby improving adaptability and independence from exhaust flow variations.
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 solution allows for improved power delivery and torque across a wider range of engine power statuses, precise regulation of intake flows, and higher energy efficiency, while maintaining mechanical simplicity and independence from exhaust flow restrictions.
Implementation Method 1
a compressor disposed relative to the one or more intake ducts in such a way that when the rotating part of the compressor has a rotation speed due to the power received from the turbine, the flow rate of one or more of the intake flows during the induction step is greater than it would be if there were no turbo compressor
Implementation Method 2
The turbine is disposed relative to the one or more exhaust ducts in such a way as to be able to activate one or more of the exhaust flows. The turbo compressor is configured to transfer to a compressor the power delivered by the turbine
Implementation Method 3
a turbulence in the speed field of the fluid inside the chamber can increase the power delivered by the engine. The divider valve produces a difference between at least two of the induction flows in at least two respective induction ducts, including the one in which the valve operates. This difference, which could be a difference between the respective flow rates can produce turbulence in the fluid inside the chamber
Data Source
Figure 1
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AI summary
This invention relates to an engine, preferably for vehicles, comprising a supercharging system and configured to optimize the possibility of obtaining additional power both by creating turbulence in at least one of the cylinders of the engine during an induction step thereof, and by compressing at least one intake flow entering the at least one cylinder during the induction step.