Turbocharged Engine Cylinder Control for Reduced Turbo Lag
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Turbo lag occurs in internal combustion engines with turbochargers, particularly in sports car applications, due to the inertia moment of the rotor, causing a delay in power response when sudden torque or power is requested, and existing solutions to reduce this issue are costly and increase overall dimensions.
Innovation Solution
A control method for internal combustion engines using a turbocharger that differentiates cylinder management by activating only some cylinders for combustion while others aspirate air, utilizing an electronic control unit to adjust intake valves and wastegate valves to optimize air flow and pressure, reducing turbo lag and enhancing performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a turbocharger is used to increase engine power, then engine power and volumetric intake efficiency are improved, but turbo lag occurs due to rotor inertia moment causing delayed power response
Solution Approach 1:
The system pre-compresses air in the intake manifold before it is needed for combustion by controlling the turbocharger to build up pressure in advance. This preliminary compression action reduces the time delay when sudden power is requested, as the compressed air is already available in the manifold rather than waiting for the turbocharger to spin up from idle.
Solution Approach 2:
The system dynamically adjusts turbocharger parameters (boost pressure, wastegate opening) based on driver demand and actual air consumption. By changing the operating parameters of the turbocharger system in real-time, the response characteristics are optimized to reduce turbo lag while maintaining power output.
2Loss of time
If variable geometry turbocharger or multiple turbines are used to reduce turbo lag, then power response is improved, but device complexity and costs increase
Solution Approach 1:
The system uses the engine's own air consumption characteristics and driver demand signals to control the turbocharger. The electronic control unit monitors actual air consumption and adjusts wastegate opening accordingly, allowing the system to self-regulate without requiring complex mechanical variable geometry mechanisms or multiple turbine configurations.
Solution Approach 2:
The patent replaces complex mechanical variable geometry mechanisms with an electronically controlled wastegate system. Instead of using mechanically complex variable nozzle guide vanes or multiple turbine stages, the system uses electronic sensors and actuators to control air flow and boost pressure, simplifying the mechanical structure while achieving similar performance benefits.
3Productivity
If air flow rate through the turbocharger is increased to reduce turbo lag, then power delivery speed is improved, but air consumption increases
Solution Approach 1:
The system continuously monitors actual air consumption through sensors in the intake manifold and uses this feedback to adjust wastegate opening and turbocharger boost pressure. This closed-loop control ensures that air flow is optimized based on actual demand, preventing excessive air consumption while maintaining fast power delivery response.
Solution Approach 2:
The system dynamically adjusts the air flow rate through the turbocharger based on real-time operating conditions and driver demand. Rather than maintaining a fixed high air flow rate, the system adapts the air consumption level to match actual power requirements, optimizing the balance between response speed and air consumption.
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
The method effectively reduces turbo lag and improves engine performance by pre-pressurizing the air circuit, allowing faster power delivery without increasing costs or dimensions, and is adaptable to various operating conditions.
Implementation Method 1
a turbocharger provided with a turbine, which is arranged along an exhaust pipe to turn at a high speed under the bias of the exhaust gases expelled by the engine
Implementation Method 2
with a compressor, which is turned by the turbine and is arranged along the air feeding pipe to compress the air aspirated by the engine
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A method for controlling an internal combustion engine (1) comprising a number (W) of cylinders (3); the control method comprises determining the total target torque (Ci_obj) required to be delivered for the operation of the internal combustion engine (1); determining a number (Wa) of active cylinders (3) to be controlled in use for injection and combustion; while a number (Ws) of cylinders (3) are not active and are not controlled for injection and combustion, but only for aspirating an air mass; determining the required target torque (Ci_obj) to be delivered for the operation of the internal combustion engine (1) for each of the active cylinders (3); and controlling the internal combustion engine (1) as a function of the required target torque (Ci_obj) to be delivered for the operation of the internal combustion engine (1) for each of the active cylinders (3).