Porsche: Reviving the Sports Car w/ Turbo Tech

Porsche Fights for Combustion Engines

Porsche is pushing the boundaries of turbocharging yet again. According to a new patent provide by the German Patent and Trade Mark Office seen by CarBuzz, the acclaimed automaker has developed a system which can boost turbocharger performance while also enhancing efficiency. Rather than utilizing an existing process, Porsche’s invention strives to recycle excess boost pressure as well as exhaust gases that would usually be neglected.

Briefly speaking, this latest system diverts some of the engine’s exhaust gases to a second turbocharger thus not obstructing the main one’s performance. To properly understand how it all works, let’s look into it in greater detail.

In order to appreciate this invention’s unique qualities, one must first grasp how existing turbocharger systems operate. If you’re unfamiliar with forced induction technology, be sure to peruse our thorough explanatory guide. However, if you do possess adequate knowledge in this area, carry on reading.

Last January, CarBuzz stumbled upon a diverse turbocharger layout in which the compressor and exhaust turbine shaft were conjoined with a power generator supplying an electrically-controlled motor that rerouted energy back to the compressor once more, harnessing electrically-stored power from exhaust vapors, thereby typically abolishing turbo lag disconcertion. Not quite seven months after airing our find, Porsche publicized their own development in tandem with other parallel brainwaves.

This fresh invention adopts the concept of attaining energy from a turbocharger, however instead of a generator driven by the turbine shaft, it involves the exhaust fumes being divided into two pathways. The conventional turbocharger, which is responsible for compressing the incoming air to the motor, derives power from one of them; the other directs the energy toward, presumably, a much smaller turbocharger which does not always provide energy to the powertrain.

The gases emitted from the cylinder head post-combustion are routed in two directions via a directional channel. The one flowing to the normal turbo is supplemented by the other serving as an additional force driving the secondary compressor. Rather than revolve continuously, this ‘turbo’ is attached to a planetary gear that connects it to an energy reservoir; wherein energy can be conserved and stored in electrical form or used instantly.

Essentially, you have two powerful mechanisms running side by side. One accumulates and distributes energy in the usual fashion, whereas the other can be utilized either to store or direct the supply.

“On the one hand, the energy can be used to ‘operate the charge air cooler.’ As a fixed piece of equipment, the intercooler is always functioning. Therefore, Porsche intends to limit or expand the flow to the cooler as required, modifying intake charge temperatures and boost pressures.”

Consequently, when the classical turbo furnishes adequate lift, the additional ‘turbo’ retracts without bringing down general effectiveness. Conversely, in the event of cylinders encountering a reduction in compression, this can be balanced out by temporarily expanding pressure from the other turbocharger.

The crucial discoveries about this technology are the following: Porsche has come up with a method of modulating boost without negatively impacting the predominant turbocharger’s wastegate, allowing them to maximize turbocharger amount of output. This design implies that the turbo can be managed to hardly expend any vigor (except for heat).

In the event that the turbo boost spikes, the engine is not suddenly subjected to a surge of severe connecting rod torque. When there is difficulty generating adequate boost, the secondary ‘turbo’ which has stockpiled all the dissipated power supports it by amplifying the inflow to the intake manifold. By incorporating this concept in combination with the additional patent mentioned at the start, it can create an even more remarkable throttle response and efficiency.

Porsche may be able to employ a turbo with more capacity and render the feeling of lag diminished. Or, they can employ a smaller turbo, all in one motion delivering better performance than a comparably sized turbo fashioned in an ordinary fashion. In addition, it suggests that a Porsche 911 Turbo out of the box could perhaps be modified to go tackling Pikes Peak without needing any altitude-tailored tuning.

In the end, Porsche can exploit greater amounts of energy from a turbocharger without having to gain any substantial complexity nor an unpleasant (or too flat) torque curve. What this indicates is favourable news for the experience of future turbo engines from Stuttgart but also for hybrid models. Maybe with help from electrification, Porsche could possibly develop the upcoming electric 911 to resemble the grand, original, naturally-aspirated flat six and prevent acquiring notable weight gains.

Porsche has declared that the 911 hybrid will not be a plug-in, which implies it will rely on electrification more for amplified power than to enhance fuel economy. Such know-how could possibly gratify the legal requirement for an electrified 911 sans compromising the characteristic driving sensations of the vehicle.

The potential utilizations are extensive, and we praise Porsche for advancing the internal combustion motor regardless of such a great amount of vulnerability concerning its drawn out future.


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