Übersetzung für "Turboloch" in Englisch

Many sports cars specifically use naturally aspirated engines to avoid turbo lag.

This avoids the so-called turbo lag in response to positive load variation.

No turbo lag at all, as he hammers down the bumpy back straight towards Sub Station.

With the following method step a turbo lag can be eliminated:

This slow response characteristic is also known colloquially as turbo lag.

In this way, the often-cited turbo lag can be avoided.

Fitting after the turbo ensures a significantly reduced “turbo lag”.

By switching to special operation, the so-called turbo lag in response to a sudden positive load variation is avoided.

The results hereof, apart from frequent particle combustion, is that the exhaust gas supercharger connected downstream of the exhaust gas tract always is fed quickly with exhaust gas of sufficient temperature in order to prevent the so-called "turbo hole" upon depression of the accelerator pedal.

The second generation, starting production from late 1994, was fitted with a Garrett T25 turbocharger, a smaller unit which reduced turbo lag and increased usability in everyday driving situations.

Charging of the internal combustion engine should occur quickly. This is possible only when the turbocharger quickly starts up so as to eliminate the undesired turbo lag.

At the start of the torque demand, the charge-air pressure which is delivered by the exhaust-gas turbocharger 2 and which is measured as an inlet pressure 27 in this example by the second pressure sensor 19, is still very low (“turbo lag”).

Introducing two-stage turbocharger technology, BMW's engineers have succeeded for the first time in eliminating that typical "turbo gap" when setting off or accelerating from low speeds, thus avoiding a drawback of virtually all conventional turbo engines.

For example, piston engines such as diesel engines having an exhaust-gas turbocharger 2 have, for example, an operating state during acceleration which is referred to as “turbo lag”.

In order to now be able to adapt the operating range of the exhaust-gas turbocharger to changing operating ranges of the internal combustion engine, and thus ensure a desired response behavior as far as possible without perceptible delays (turbo lag), exhaust-gas turbochargers are equipped with so-called variable turbine geometries and with bypass ducts that can be opened by means of valve flaps.

In particular, so-called turbo lag, i.e., an absent or low charge pressure, and consequently low power of this type of engine 1 in low speed ranges, is thus preventable, or this problem may be at least considerably reduced, and, for example, driving behavior and fuel consumption of a vehicle driven by this engine 1 may thus be optimized.

The instantaneously possible and optimum operating ranges of the drive units change over time, e.g., due to dynamic effects in the air system of the internal combustion engine, which may be referred to as the turbocharger lag, among other things, or due to the activation and deactivation of ancillary units which are connected to an on-board electrical system together with electric motors.

The response characteristic (dynamic behaviour) of exhaust gas turbochargers is also found to be unfavourable in the event of load steps in the combustion engine, since starting from a low load (low exhaust gas enthalpy) the gradual rise in enthalpy upstream from the turbine only accelerates the rotor in a delayed manner because of the mass inertia thereof, and this, in the form of turbo lag, leads in a known manner to a slow pressure increase on the compressor side.

As a result, for specific operating states (for example turbo lag), the engine control unit 17 can control the air blowing-in feed section 12 independently of the transmission control unit 24, and the transmission control unit 24 can control the air blowing-in feed section 12 independently of the engine control unit 17 .

These internal combustion engines have, during acceleration and specifically at a low engine speed, an operating state which is referred to as turbo lag.

This phenomenon, known as turbo lag, can be reduced in regard to its characteristic of turbo chargers which have a variable geometry, in which the turbine blades, dependent on the available, driving exhaust gas stream, are designed as adjustable blades.

In particular, a conclusion may be drawn that a sufficiently high rotational speed of the exhaust gas turbo loader is already present. The so-called “turbo lag” is thus overcome.

As already explained above, the valve overlap can be selected as smaller if it is ensured that the exhaust gas turbocharger is no longer located in the so-called “turbo lag”. Its rotational speed is already great enough.

Using this technique, a delayed response of the exhaust gas turbocharger (turbo lag) may be reduced and at the same time the efficiency of the engine may be improved.

Varying the speed of switching between normal and special operation and suitable adaptation of the main injection quantity during the switch-over may result in the switch-over process being imperceptible or barely perceptible to the driver. However, a rapid build-up in charge-air pressure is possible, so that turbo lag is avoided.

Such a time characteristic of trigger signal ASK for example is stored for an operating point of internal combustion engine 1 in characteristics map 75, which corresponds to a start operating state of internal combustion engine 1, in which normally the charge air pressure to be built up by the exhaust-gas turbocharger can only be provided in a delayed manner (the so-called turbo lag).