Sounds pretty cool, though I do not have a deep understanding of how these things work. But to this layman, sounds interesting not only the front of new tech, but the simplicity of it.
To me, one area GM seems to excel at is simplifying complex technology. Do people agree with that?
Although the dual-butterfly valve system is pretty clear, the text still leaves some ambiguity to me when compared to current turbochargers. In modern traditional turbos, you have 4 basic setups I can think of:
1) Single turbo - The turbo size must be optimized for minimal lag or max boost, or somewhere in between
2) Twin turbo, symmetrical - More boost with less lag than above, but still optimized for 1 scenario
3) Twin turbo, sequential - A small turbo followed by a larger turbo, the smaller kicking in first for low lag, the larger coming in later for max boost
4) Single turbo, twin scroll - single compressor impeller, dual exhaust pathways around turbine. Smaller path closer to bearing for low lag, larger path around perimeter for max boost.
Now GM uses quite a few of the type 4 variant in most everything (apart from ATS-V and V-Sport CTS and XTS). This patent seems to fit with the 3rd variant, in a better form of exhaust routing and distribution of available back pressure. Currently, I believe both turbos are driven constantly, likely with provisions to prevent overboost on the smaller unit under full pressure. The new system seems to apportion the available exhaust on-the-fly, by gradually rolling on to the larger turbo while simultaneously rolling off the smaller one.
I wonder if there will be a dual actuator version eventually. The limitation here is that it appears the proportions of boost will be fixed.
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