Turbocharger Ejector Supplementary Compression Stage

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Solution Overview

Problem

Existing vehicle engine systems with turbochargers face challenges in reducing 'turbolag' and optimizing engine efficiency, particularly during cruising phases and acceleration transitions, while also avoiding instability phenomena in the supercharging compressor.

Innovation Solution

The engine system incorporates an energy source for pressurized air and an ejector configured to provide a supplementary compression stage, which works in series with the compressor to enhance air pressure and reduce resistance at the compressor outlet, thereby improving turbocharger response times and engine efficiency.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Ease of operation

If a throttle valve is used to restrict air passage in the main line, then compressed air supply is controlled during engine brake, but compressor stability deteriorates due to surge phenomena

Engineering Contradiction:

Improvecontrol of compressed air supplyVSAvoidcompressor operation stability

Core Design Contradiction:

Ease of operationVSReliability

Solution Approach 1:

A secondary supply line is introduced as an intermediary pathway that bypasses the throttle valve restriction. This secondary line includes a storage volume that mediates between the compressor and the engine, allowing controlled air supply during engine brake without subjecting the compressor to unstable restricted flow conditions that cause surge phenomena.

Inventive Principle:

Principle #24Intermediary (Mediator)

Solution Approach 2:

The air supply system is segmented into a main line (through the throttle valve) and a secondary supply line (with storage volume). This segmentation allows the system to use different pathways for different operating conditions: the main line for normal operation and the secondary line for engine brake conditions, thereby avoiding compressor instability.

Inventive Principle:

Principle #1Segmentation

2Speed

If compressor speed is increased during acceleration phase, then turbocharger response improves, but compressor instability increases due to surge phenomena

Engineering Contradiction:

Improvecompressor rotation speedVSAvoidcompressor operation stability

Core Design Contradiction:

SpeedVSReliability

Solution Approach 1:

A storage volume is positioned downstream of the throttle valve in the secondary supply line to cushion pressure fluctuations. This storage volume absorbs pressure waves and stabilizes the compressor outlet conditions, preventing surge phenomena even when compressor speed increases during acceleration phases.

Inventive Principle:

Principle #11Beforehand cushioning (Prior cushioning)

Solution Approach 2:

The storage volume acts as an intermediary element between the compressor and the restricted throttle valve. It decouples the compressor from the unstable restricted flow conditions, allowing the compressor to operate at higher speeds without experiencing surge phenomena caused by the throttle restriction.

Inventive Principle:

Principle #24Intermediary (Mediator)

3Loss of energy

If energy is recovered during engine brake phase, then overall efficiency improves, but specific consumption during cruising phases increases

Engineering Contradiction:

Improveenergy recovery from exhaust gasesVSAvoidspecific consumption during cruising

Core Design Contradiction:

Loss of energyVSUse of energy by moving object

Solution Approach 1:

Compressed air is stored in advance during engine brake phases when energy is available, rather than being consumed during cruising phases. This preliminary action of storing compressed air during energy-recovery opportunities reduces the need for compressor operation during cruising, thereby reducing specific consumption during those phases.

Inventive Principle:

Principle #10Preliminary action

Solution Approach 2:

The system recovers energy during engine brake phases by compressing and storing air in the storage volume. This recovered compressed air is then discarded from further compression during cruising phases, reducing the energy consumption of the compressor during normal operation while maintaining the ability to provide boosted air supply when needed.

Inventive Principle:

Principle #34Discarding and recovering

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 configuration reduces 'turbolag' and enhances engine efficiency by providing a boost during acceleration and cruising phases, while maintaining operational stability and reducing specific consumption.

Implementation Method 1

an ejector configured to provide a supplementary compression stage, which works in series with the compressor

Methodology Applied

Scientific EffectVenturi effect: Venturi Effect

Data Source

PatentEP4093957B1Vehicle engine system provided with a turbocharger, and control method for controlling such engine system

Publication Date: 2025.03.05 FPT IND SPA

Figure 1
Figure 2

AI summary

An engine system (1) has an internal combustion engine (ICE), a turbocharger (TC) provided with a compressor (C) and with a turbine (T); and a supply line (L), which supplied air to the engine (ICE) through said compressor (C); the supply line (L) has a supplementary compression stage, which is distinct from the compressor (C) and is controlled in combination with and adjustment of the turbine, in order to limit the back pressure of the exhaust gases flowing out of the engine (ICE); in particular, said compression stage is defined by an ejector (E).