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An internal wastegate is a built-in bypass valve and passage within the turbocharger housing which allows excess exhaust pressure to bypass the turbine into the downstream exhaust. Control of the internal wastegate valve by a pressure signal from the intake manifold is identical to that of an external wastegate.
Most modern designs are electronic boost controllers that use an electronic control unit to control the boost via a solenoid or stepper motor. The operating principle is the same as older manual boost controllers, which is to control the air pressure presented to the wastegate actuator. Electronic controllers add greater flexibility in ...
Six-cylinder, turbocharged, fuel-injected, geared, 450 hp (336 kW) engine, dry weight 710 lb (322 kg), AiResearch T-18A51 turbosupercharger, certified 3 December 1976. Similar to the -D1A but with an integral wastegate turbocharger and a revised exhaust system and with low drag cylinders. [2] TIGO-541-E1A
To control the turbocharger, the APC monitors the engine's RPM and inlet manifold pressure via a pressure transducer, and uses these inputs to control a solenoid valve that trims the rate of rise of pressure as well as the maximum pressure by directing boost pressure to the turbocharger's pneumatic wastegate actuator.
Wastegate - many turbochargers are capable of producing boost pressures in some circumstances that are higher than the engine can safely withstand, therefore a wastegate is often used to limit the amount of exhaust gases that enters the turbine; Blowoff valve - to prevent compressor stall when the throttle is closed
The traction control system (TCS) intervenes; the knock control system intervenes; The ECM regulates the throttle area (opening angle) together with the turbo wastegate so that the correct torque is attained, i.e. air mass per combustion. Fuel injection is sequential and regulated with air mass per combustion and engine speed as parameters.
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This function also enables the effective detection of misfires, which is an OBD II demand. The fuel injection is fully sequential and is dependent on the MAP (Manifold Absolute Pressure). Boost pressure control (L and R engines) utilises a solenoid valve pneumatically connected to the turbocharger’s waste gate.
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