ITBO20130720A1 - METHOD OF CONTROL OF A TURBOCHARGED INTERNAL COMBUSTION ENGINE BY A TURBOCHARGER DURING A RELEASE PHASE AND / OR DURING A GEAR SHIFT PHASE - Google Patents

Description

DESCRIPTION

of the patent for industrial invention entitled:

"METHOD OF CONTROL OF A TURBOCHARGED INTERNAL COMBUSTION ENGINE BY MEANS OF A TURBOCHARGER DURING A RELEASE PHASE AND / OR DURING A GEAR SHIFT PHASE"

TECHNIQUE SECTOR

The present invention relates to a method of controlling a turbocharged internal combustion engine by means of a turbocharger during a release phase and / or during a gear change phase.

ANTERIOR ART

As is known, some internal combustion engines are equipped with a turbocharging system, which is able to increase the power developed by the engine by exploiting the enthalpy of the exhaust gases to compress the air drawn in by the engine and therefore increase the volumetric efficiency of the aspiration.

A turbocharging system comprises a turbocharger equipped with a turbine, which is arranged along an exhaust duct to rotate at high speed under the thrust of the exhaust gases expelled from the engine, and a compressor, which is rotated from the turbine and is arranged along the air supply duct to compress the air sucked in by the engine.

Usually, when from a condition of torque or modest engine power (low revs and low speed) there is a sudden and rapid request for a considerable increase in torque or engine power (i.e. when the driver sinks the accelerator pedal decisively, for example to overtake) there is a fairly evident turbo delay (“turbo-lag”). This phenomenon known as turbo lag or turbo response represents the tendency of turbocharged engines to lack power response when the throttle is pressed quickly and is particularly annoying in the case of sports car applications where the turbocharging system is turbocharger allows you to achieve high performance. The turbo delay is mainly caused by the moment of inertia of the rotor which occurs on the occasion of a sudden and rapid request for greater torque or engine power, and by the fact that the overall volume of the circuit located downstream of the compressor must increase the pressure to the inside.

Over the years, various solutions have been proposed to try to reduce turbo lag and further improve the performance of turbocharged engines. For example, it is possible to use a variable geometry turbocharger or a turbocharger comprising a plurality of turbines in a series or parallel configuration, etc. However, all the solutions known up to now are particularly disadvantageous in terms of costs and overall dimensions.

The turbo delay is then particularly evident during the release maneuvers, i.e. when the driver lifts his foot from the accelerator pedal, interrupting the drive torque request to be transmitted to the drive wheels and for the entire time interval in which the internal combustion engine is it is in a cut-off condition until the next drive torque request.

DESCRIPTION OF THE INVENTION

The object of the present invention is to provide a control method of a turbocharged internal combustion engine by means of a turbocharger during a release phase and / or during a gear shift phase, which control method is free from the drawbacks of the state of the art and , in particular, is easy and inexpensive to implement.

According to the present invention there is provided a method of controlling a turbocharged internal combustion engine by means of a turbocharger during a release phase and / or during a gear change phase according to what is claimed by the attached claims. BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described with reference to the attached drawings, which illustrate a non-limiting example of embodiment, in which:

Figure 1 is a schematic view of an internal combustion engine supercharged by means of a turbocharger and provided with a control unit which implements the control method object of the present invention;

- Figure 2 is a graph that illustrates the trend of some characteristic quantities in a first embodiment of the control method object of the present invention; - Figure 3 is a graph that illustrates the trend of some characteristic quantities in a second embodiment of the control method object of the present invention.

PREFERRED FORMS OF IMPLEMENTATION OF THE INVENTION

In Figure 1, the number 1 indicates as a whole an internal combustion engine supercharged by means of a turbocharger supercharging system 2.

The internal combustion engine 1 comprises four cylinders 3, each of which is connected to an intake manifold 4 via at least one respective intake valve (not shown) and to an exhaust manifold 5 via at least one respective exhaust valve (not shown ). The intake manifold 4 receives fresh air (i.e. air from the external environment) through an intake duct 6, which is equipped with an air filter 7 and is regulated by a butterfly valve 8. An intercooler 9 is arranged along the intake duct 6 with the function of cooling the intake air. Connected to the exhaust manifold 5 is an exhaust duct 10 which supplies the exhaust gases produced by combustion to an exhaust system, which emits the gases produced by combustion into the atmosphere and normally comprises at least one catalyst 11 and at least one silencer ( not shown) arranged downstream of the catalyst 11.

The supercharging system 2 of the internal combustion engine 1 comprises a turbocharger 12 provided with a turbine 13, which is arranged along the exhaust duct 10 to rotate at high speed under the action of the exhaust gases expelled from the cylinders 3, and a compressor 14, which is arranged along the intake duct 6 and is mechanically connected to the turbine 13 to be driven into rotation by the turbine 13 itself so as to increase the pressure of the air fed into the supply duct 6.

Along the discharge duct 10 there is a bypass duct 15, which is connected in parallel to the turbine 13 so as to have its ends connected upstream and downstream of the turbine 13 itself; a wastegate valve 16 is arranged along the bypass duct 15, which is adapted to regulate the flow rate of the exhaust gases flowing through the bypass duct 15 and is controlled by a pneumatic actuator 17. Along the intake duct 6 there is a bypass duct 18, which is connected in parallel to the compressor 14 so as to have its ends connected upstream and downstream of the compressor 14 itself; along the bypass duct 18 there is a valve 19 Poff, which is adapted to regulate the flow of air flowing through the bypass duct 18 and is piloted by an electric actuator 20.

The internal combustion engine 1 is controlled by an electronic control unit 21, which supervises the operation of all the components of the internal combustion engine 1, including the supercharging system 2. In particular, the electronic control unit 21 drives the actuators 17 and 20 of the wastegate valve 16 and of the Poff valve 19. The electronic control unit 21 is connected to sensors 22 which measure the temperature and pressure along the suction duct 6 upstream of the compressor 14, to sensors 23 which measure the temperature and pressure along the upstream suction duct 6. of the throttle valve 8 and to sensors 24 which measure the temperature and pressure inside the intake manifold 4. Furthermore, the electronic control unit 21 is connected to a sensor 25 which measures the angular position (and therefore the rotation speed) of a crankshaft of the internal combustion engine 1 and a sensor 26 which measures the phase of the intake valves and / or discharge.

Typically, the passage of air from the intake manifold 4 directly into the exhaust duct 10 is achieved by means of a suitable timing of the intake valves (not shown) which connect each cylinder 3 to the intake manifold 4 and of the exhaust valves (not shown) which connect each cylinder 3 to the exhaust manifold 5 to allow the passage of fresh air directly from the intake manifold 4 to the exhaust manifold 5 and then into the exhaust duct 10 of the internal combustion engine 1.

It is evident that the actuation of the intake valves (not shown) which connect each cylinder 3 to the intake manifold 4 and of the exhaust valves (not shown) which connect each cylinder 3 to the exhaust manifold 5 can be achieved by means of an actuator of known type, such as for example a VVT (Variable Valve Timing) type actuator, or again with an electromagnetic or electro-hydraulic camless actuator.

The control strategy implemented by the electronic control unit 21 during a release maneuver and up to the subsequent drive torque C request is described below.

The electronic control unit 21 is configured to recognize a release phase or to verify the condition in which the driver lifts his foot from the accelerator pedal, interrupting the request for driving torque C to be transmitted to the driving wheels.

In particular, a release indicator (or flag) is stored inside the electronic control unit 21, indicated with FLGRIL, which essentially identifies when a release maneuver is in progress.

In particular, the release FLGRIL indicator is enabled for the entire duration of the release maneuver until the next drive C torque request.

The release FLGRIL indicator is normally disabled.

According to a first variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, the following condition must be verified:

dCobj <TV1 [1]

dCobj: first derivative in time of the objective Cobjmotrice pair; And

TV1: threshold value.

In which, the threshold value TV1 is determined in a preliminary setting and tuning phase, it is preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, the following condition must be verified:

Cobj> TV2 [2]

Cobj: target drive torque; And

TV2: threshold value.

In which, the threshold value TV2 is determined in a preliminary setting and tuning phase, it is preferably constant and greater than zero.

According to a second variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, both of the following conditions must be verified:

(dCobj <TV1) AND (dPP <TV3) [3]

dCobj: first derivative in time of the objective Cobjmotrice pair;

dPP: first derivative in time of the accelerator pedal position;

TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [4]

Cobj: target drive torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

Checking the accelerator pedal position PP and the dPP derivative earlier in time of the accelerator pedal position allows to avoid that the driver's small and rapid taps on the accelerator pedal can lead to an erroneous and unwanted disabling of the release FLGRIL indicator when, in actually, we are still in the release phase.

According to a third variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, all the following conditions must be verified:

(dCobj <TV1) AND (dPP <TV3) AND (Cobj> f (V)) [5] dCobj: first derivative in time of the target Cobjmotrice pair;

Cobj: target drive torque;

V: vehicle speed;

dPP: first derivative in time of the accelerator pedal position;

TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [6]

Cobj: target drive torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

In this case, the further verification on the target Cobjmotrice torque which must be greater than a value determined according to the speed of the vehicle itself, allows to exclude an unwanted enabling of the FLGRIL release indicator in conditions of low loads.

According to a preferred variant, once the electronic control unit 21 has enabled the release indicator FLGRIL, the electronic control unit 21 itself is configured to control the internal combustion engine 1 so as to manage a supercharging reserve which allows optimize the performance of the internal combustion engine 1 itself. Essentially, you maintain an effective boost pressure Pobjdi higher than the minimum target boost pressure that can guarantee the target load.

In detail, the electronic control unit 21 is configured to determine a minimum target supercharging pressure Pmax value and a maximum target supercharging pressure Pmax value, which guarantee the target load, i.e. the mass of air necessary for the internal combustion engine 1 to generate the target Cobjmotrice torque.

The difference between the maximum target boost pressure Pmax and the minimum target boost pressure Pmax defines a maximum boost reserve RDSmax.

The actual boost Pobjdi pressure is kept higher than the minimum target boost Pmindi pressure and equal to a value within the range of values defined by the maximum boost RDSmax reserve.

For this reason, it is possible to define an actual boost reserve RDS, which is equal to the algebraic difference between the actual boost Pobj pressure and the minimum target boost pressure Pmindi.

The extent of the RDS reserve for effective supercharging can be determined according to a number of objectives. In particular, it is possible to assume that you want to optimize one of the following objectives or a combination of them:

- the overall efficiency of the internal combustion engine 1 and of the turbocharger 12 (i.e. optimizing the overall specific consumption of the internal combustion engine 1);

- the specific consumption for each motor point; - the acceleration of the internal combustion engine 1; - the reduction of the delay of the turbocharger 12 (phenomenon also known as “turbo lag”);

- energy management if there is also an electric machine (not shown) connected to the turbocharger 12.

Furthermore, the amplitude of the RDS reserve for effective supercharging is variable according to a number of parameters, such as for example: the position of the lever that determines the operating mode chosen by the driver, the point of the circuit or road that is being traveled, the filling state of the tank, the difference between the maximum torque Cmax deliverable by the internal combustion engine 1 and the target Cobjmotrice torque. Some of these parameters can be determined in a preliminary step of setting and fine-tuning the electronic control unit 21 while other parameters can be determined, while driving, by the driver of the vehicle.

To generate an effective boost pressure Pobjdi higher than the minimum target boost pressure Pmindi capable of guaranteeing the target load, it is necessary to degrade the ignition advance implemented by the internal combustion engine 1 for the cylinders 3 and to increase the mass of air entering the engine 1 internal combustion. The actual boost RDS reserve (i.e. when the actual boost Pobj pressure is kept higher than the minimum target boost Pmindi pressure) therefore allows the total exhaust gas flow rate to be increased (due to the increase in the mass of air entering the engine 1 internal combustion) and the enthalpy of the exhaust gases (due to the temperature increase of the exhaust gases itself due to the degradation of the ignition advance implemented by the internal combustion engine 1 for the cylinders 3) and serves to facilitate supercharging in conditions of reduced flow (for example during a release phase).

The electronic control unit 21 is also configured to recognize a sub-phase (included within the release phase) in which it is possible to deactivate the cylinders 3 in cascade as better described in the following discussion.

In particular, a cylinder 3 deactivation indicator (or flag) is stored inside the electronic control unit 21, indicated with FLGSCAV, which essentially identifies the condition in which the internal combustion engine 1 has a number of cylinders 3 deactivated as better described in the following discussion.

The FLGSCAV indicator for deactivation of cylinders 3 is normally disabled.

According to a first variant, in order for the electronic control unit 21 to enable the FLGSCAV indicator for deactivation of cylinders 3, all the following conditions must be verified:

FLGRIL = TRUE AND [CUTOFF = TRUE OR (N / (N- Ns) * QACobj <= QACMAXstim + ∆)] [7]

FLGRIL: release indicator;

CUTOFF: indicator (or flag) of the condition in which the internal combustion engine 1 is in cut off, ie without generation of (positive) drive torque;

N: number of cylinders 3;

Ns: number of cylinders 3 which do not generate the target Cobjmotrice couple in combustion and are operated only to suck in a mass of air;

QACobj: mass of target air for each cylinder 3 to supply the target Cobjmotrice torque to the drive wheels, in the event that the cylinders 3 are all engaged in the combustion of the respective target air mass, substantially in the conditions of maximum advance, i.e. with the better combustion;

QACMAXstim: maximum mass of air for each cylinder 3 under the current conditions of pressure of the intake manifold 4, temperature in the intake manifold 4, etc; And

∆: tolerance value.

Once the electronic control unit 21 has enabled the FLGSCAV indicator for deactivation of cylinders 3, to disable the FLGSCAV indicator for deactivation of cylinders 3 itself, one of the following two conditions is sufficient:

FLGRIL = FALSE AND (CUTOFF = FALSE OR (N / (N- Ns) * QACobj> QACMAXstim + ∆)] [8]

FLGRIL: release indicator;

CUTOFF: indicator (or flag) of the condition in which the internal combustion engine 1 is in cut off;

N: number of cylinders 3;

QACobj: mass of target air for each cylinder 3 to supply the target Cobjmotor torque to the driving wheels, in the event that the cylinders 3 are all engaged in the combustion of the respective target air mass;

QACMAXstim: maximum air mass for each cylinder 3; And

∆: tolerance value.

According to a preferred variant, once the electronic control unit 21 has enabled the cylinder 3 deactivation indicator FLGSCAV, the electronic control unit 21 itself is configured to control the internal combustion engine 1 so as to increase the mass flow and volumetric volume of air and / or exhaust gases passing through the compressor 14 and the turbine 13, with respect to the flow rate of air actually used by the supercharged internal combustion engine 1 in combustion to generate the desired power.

In order to implement the aforementioned control strategy, the electronic control unit 21 is arranged to differentiate the management of the cylinders 3, in particular, to differentiate the flow rate of air sucked in and air trapped by each cylinder 3, and to differentiate the operating mode.

The strategy envisages generating the target Cobjmotrice torque only with a part of the cylinders 3 in combustion, while the remaining cylinders 3 suck in as much air as possible. For example, in a supercharged internal combustion engine 1 with four cylinders 3, a configuration is provided, hereinafter referred to as a washing or scavenging configuration, in which two cylinders 3 are active and produce the target Cobjmotrice pair by sucking a mass of air which is higher than the mass of air that they would suck under normal operating conditions (that is, if all four cylinders 3 were active, hereinafter referred to as normal configuration). The remaining two cylinders 3 are not active and are commanded to draw the maximum amount of air, but are not involved in the injection and combustion.

A supercharged internal combustion engine 1 of the type described up to now includes a number N of cylinders 3, of which Nar represents the number of active cylinders 3 in combustion which generate the target Cobjmotrice torque while Ns indicates the number of remaining cylinders 3 which they do not generate the target Cobjmotrice torque in combustion and are operated only to suck in a mass of air. According to a preferred variant, both the number N of cylinders 3 and the number N of cylinders 3 active in combustion are equal and suitably in phase to limit the oscillations and vibrations that are transmitted to the crankshaft.

Once the electronic control unit 21 has enabled the cylinder 3 deactivation indicator FLGSCAV, the electronic control unit 21 itself is therefore configured to control the internal combustion engine 1 so that a number of active cylinders 3 generates all the objective Cobjmotrice torque by aspirating the maximum mass QACMAXstimdi air for each of the cylinders 3 of the number Nadi cylinders 3 active. The electronic control unit 21 itself is also configured to control the internal combustion engine 1 so that the number Ns of non-active combustion cylinders 3 suck a quantity of air, preferably the maximum possible quantity of air. It is evident that it is easy to differentiate the behavior for each cylinder 3 since the passage of air from the intake manifold 4 directly into the exhaust duct 10 is achieved by means of an appropriate timing of the intake valves (not shown) which connect each cylinder 3 to the intake manifold 4 and to the exhaust valves (not shown) which connect each cylinder 3 to the exhaust manifold 5.

According to what is better illustrated in Figure 2, the target Cobjmotrice pair clearly has a decreasing trend with the passage of time during the release phase. In other words, the target Cobjmotrice torque is progressively reduced during the release phase until it reaches the minimum value when the internal combustion engine 1 is in cut off.

In figure 2, the point indicated with A represents the instant in which the release FLGRIL indicator is enabled; the point indicated with B represents the instant in which the FLGSCAV indicator is enabled which enables the "virtual washing" of the internal combustion engine 1 with the cylinders 3 deactivated, the deactivation of the cylinders 3 and the internal combustion engine 1 has a number Nadi cylinders 3 active in combustion to generate all the objective Cobjmotrice torque aspirating substantially (ie to less than a tolerance threshold) the maximum air mass QACMAXstim for each of the cylinders 3 of the number Nadi cylinders 3 active; the number Ns of non-active combustion cylinders 3 are involved so as to suck in a quantity of air, preferably the maximum quantity of air possible. The point indicated with C represents the instant in which the CUTOFF indicator is enabled of the condition in which the internal combustion engine 1 is in cut off and the internal combustion engine 1 has a number Nadi cylinders 3 active in combustion which is equal to zero, i.e. the number N of cylinders 3 is commanded to suck in a quantity of air, preferably the maximum quantity of air possible (in other words again, the number Ns of non-active cylinders 3 in combustion is, in this case, equal to N or the number N of cylinders 3); the point indicated with D represents the instant in which the release FLGRIL indicator is disabled, in which the cylinder 3 deactivation indicator FLGSCAV is disabled and in which the CUTOFF indicator of the condition in which the internal combustion engine 1 is disabled is in the cut off. Basically, the point indicated with D represents a recovery, that is a new demand for driving torque C.

In the time interval between points A and B in Figure 2 (i.e. between the instant in which the release FLGRIL indicator is enabled and the instant in which the FLGSCAV indicator of deactivation of cylinders 3 and engine 1 is enabled internal combustion has a number Nadi cylinders 3 active in combustion which is less than the number N of cylinders 3 to generate all the objective Cobjmotrice torque by aspirating the maximum mass of air QACMAXstim for each of the cylinders 3 of the number Nadi cylinders 3 active) the electronic control unit 21 control unit itself is configured to control the internal combustion engine 1 so as to generate a reserve of driving torque C. Basically, the internal combustion engine 1 is controlled in the interval between points A and B in order to degrade the ignition advance implemented by the internal combustion engine 1 itself for the cylinders 3 and increase the amount of air sucked in. In this way, the total exhaust gas flow is consequently also increased and the enthalpy of the total exhaust gas flow is also increased due to the degradation of the ignition advance implemented by the internal combustion engine 1.

In the time interval between points B and C in Figure 2, i.e. between the instant in which the cylinder 3 deactivation indicator FLGSCAV is enabled and the internal combustion engine 1 has a number of cylinders 3 active in combustion which is less than the number N of cylinders 3 (to generate all the objective Cobjmotrice torque by aspirating the maximum mass of air QACMAXstim for each of the cylinders 3 of the number Nadi cylinders 3 active) and the instant in which the CUTOFF indicator of the condition in which the internal combustion engine 1 is in cut off, the number of active cylinders 3 is gradually decreasing. In fact, it passes from a maximum value (at the instant indicated with B) of the number Nadi cylinders 3 active, to a minimum value (at the instant indicated with C, but it remains constant for the entire time interval between points C and D) in which the number of active Nadi cylinders 3 in combustion is zero.

Vice versa, in the time interval between points B and C in Figure 2, that is, between the instant in which the cylinder 3 deactivation indicator FLGSCAV is enabled and the internal combustion engine 1 has a number of cylinders 3 active in combustion lower than the number N of cylinders 3 (to generate all the objective Cobjmotrice torque by inhaling the maximum mass of air QACMAXstim for each of the cylinders 3 of the number Nadi cylinders 3 active) and the instant in which the CUTOFF indicator is enabled of the condition in which the internal combustion engine 1 is in cut off, the number Ns of non-active combustion cylinders 3 is gradually increasing. In fact, it passes from a minimum value (at the instant indicated with B) of the number Ns of non-active cylinders 3 in combustion, to a maximum value (at the instant indicated with C, but it remains constant for the entire time interval between points C and D) in which the number N of cylinders 3 not active in combustion is equal to the number N of cylinders 3.

In the time interval between points B and C in Figure 2, the cylinders 3 are then deactivated as a function of the objective Cobjmotrice torque; that is, the electronic control unit 21 is configured to ensure that the number of active cylinders 3 is in any case always capable of supplying the target cobjective torque to the driving wheels.

In other words again, in the time interval between points B and C in Figure 2, the cylinders 3 are then deactivated in cascade so that the number N of active cylinders 3 is in any case always able to supply the objective Cobjmotrice torque to the driving wheels. In the time interval between points B and C in Figure 2, a reduction in the target Cobjmotrice torque required from the drive wheels also corresponds to a progressive reduction in the number of active cylinders 3.

Starting from the instant (indicated with D in figure 2) in which the release FLGRIL indicator is disabled, in which the cylinder 3 deactivation indicator FLGSCAV is disabled and in which the CUTOFF indicator of the condition in which the engine is disabled 1 internal combustion is in cut off following a request for drive C torque, the number Ns of non-active cylinders 3 in combustion begins to reduce and the number Nadi cylinders 3 active begins to increase (in some cases it may already be immediately equal to N or to the number N of cylinders 3 in the case of a rather high drive torque demand C) to achieve the target cobjective torque.

In the interval between C and D, i.e. between the instant in which the CUTOFF indicator is enabled of the condition in which the internal combustion engine 1 is in cut-off and the internal combustion engine 1 has a number Nadi cylinders 3 active in combustion which is equal to zero and the instant in which the release FLGRIL indicator is disabled, in which the cylinder 3 deactivation indicator FLGSCAV is disabled and in which the CUTOFF indicator of the condition in which the engine 1 is disabled with internal combustion is in cut off, the objective Cobjmotrice torque has the minimum value and is equal to the Frictional torque of friction and pumping.

In the interval between B and D, i.e. between the instant in which the cylinder 3 deactivation indicator FLGSCAV is enabled and the internal combustion engine 1 has a number N of active cylinders 3 in combustion lower than the number N of cylinders 3 ( to generate all the objective Cobjmotrice torque by aspirating the maximum mass of air QACMAXstim for each of the cylinders 3 of the number Nadi cylinders 3 active) and the instant in which the release indicator FLGRIL is disabled, in which the deactivation indicator FLGSCAV is disabled of cylinders 3 and in which the CUTOFF indicator is disabled of the condition in which the internal combustion engine 1 is in cut off following a request for drive C torque, the internal combustion engine 1 is controlled in the so-called "scavenging configuration "Or washing of cylinders 3, in which a number of cylinders 3 active for injection and combustion gradually decreasing generates the Cobjmotr torque total ice and an Nsdi number of cylinders 3 not active for injection and combustion gradually increasing sucks in a mass of air, preferably the maximum amount of air possible until the end of the release phase of the supercharged internal combustion engine 1.

According to alternate variants, the wastegate valve 16, which is adapted to regulate the flow rate of the exhaust gases flowing through the bypass duct 15, can be dynamically controlled; or the wastegate valve 16 is commanded closed to maximize the power in the turbine 13, or the rotation speed of the turbocharger 12; or the wastegate valve 16 is controlled at an intermediate value and, preferably, a constant closing value between 0 and 100%.

In the instant (indicated by D in figure 2) in which the release FLGRIL indicator is disabled, in which the cylinder 3 deactivation indicator FLGSCAV is disabled and in which the CUTOFF indicator of the condition in which motor 1 is disabled is internal combustion is in cut off following a request for drive torque C, the number of active cylinders 3 is again different from zero (and in any case less than or equal to the number N of cylinders 3) to achieve the objective Cobjmotrice torque, the valve 19 Poff, which is adapted to regulate the flow rate of the air flowing through the bypass duct 18, is commanded closed for a time interval ∆t of a predetermined and preferably constant duration. In particular, the duration of the interval ∆t of time is determined in a preliminary setting and fine-tuning phase of the control unit 21.

According to a variant, the valve 19 Poff adapted to regulate the flow rate of the air flowing through the bypass duct 18, is commanded closed for the entire release phase or in the time interval between the instants A and D indicated in the figure 2, i.e. for as long as the release FLGRIL indicator is enabled and, in addition, for a further interval ∆t of time with a predetermined duration and, preferably, constant starting from the instant D in which the indicator is disabled Release FLGRIL. In particular, the duration of the interval ∆t of time is determined in a preliminary setting and fine-tuning phase of the control unit 21.

According to a preferred variant, when the FLGSCAV indicator for deactivation of cylinders 3 is enabled, the closed-lood control carried out on the title of the exhaust gas mixture by means of a lambda probe is disabled by the control unit 21, where present.

According to a preferred variant, when the FLGSCAV indicator for deactivation of cylinders 3 is enabled, the diagnosis of any phenomena of incorrect combustion (misfire) is also disabled by the control unit 21, where present.

The control strategy implemented by the electronic control unit 21 during a release maneuver and up to the subsequent request for driving torque C is described below if, according to a further variant, the vehicle is equipped with a combustion engine 1 according to the previous discussion and of a mechanical servo-assisted gearbox or robotic manual gearbox (better known as AMT - Automated Manual Transmission) or a manual gearbox.

The electronic control unit 21 is configured to recognize a release phase or to verify the condition in which the driver lifts his foot from the accelerator pedal, interrupting the request for driving torque C to be transmitted to the driving wheels. In particular, a release indicator (or flag) is stored inside the electronic control unit 21, indicated with FLGRIL, which essentially identifies when a release maneuver is in progress.

In particular, the release FLGRIL indicator is enabled for the entire duration of the release maneuver until the next drive C torque request.

The release FLGRIL indicator is normally disabled.

According to a first variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, one of the following conditions must be verified:

dCobj <TV1OR FLGGEAR_SHIFT = TRUE [9]

dCobj: first derivative in time of the objective Cobjmotrice pair;

TV1: threshold value; And

FLGGEAR_SHIFT: indicator of the shifting phase which will be better described later.

In which, the threshold value TV1 is determined in a preliminary setting and tuning phase, it is preferably constant and less than zero. And in which, the FLGGEAR_SHIFT indicator of the gear shift phase is enabled and disabled by the control unit 21 according to the mechanical power assisted gearbox or robotic manual gearbox or manual gearbox.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, the following condition must be verified:

Cobj> TV2 [10]

Cobj: target drive torque; And

TV2: threshold value.

In which, the threshold value TV2 is determined in a preliminary setting and tuning phase, it is preferably constant and greater than zero.

According to a second variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, one of the following conditions must be verified:

((dCobj <TV1) AND (dPP <TV3)) OR FLGGEAR_SHIFT = TRUE [11] dCobj: first derivative in time of the target Cobjmotrice pair;

dPP: first derivative in time of the accelerator pedal position;

FLGGEAR_SHIFT: indicator of the gear shift phase; TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero. And in which, the FLGGEAR_SHIFT indicator of the gear shift phase is enabled and disabled by the control unit 21 as a function of the mechanical power assisted gearbox or robotic manual gearbox or manual gearbox.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [12]

Cobj: target drive torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

According to a third variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, one of the following conditions must be verified:

((dCobj <TV1) AND (dPP <TV3) AND (Cobj> f (V))) OR FLGGEAR_SHIFT = TRUE

[13]

dCobj: first derivative in time of the objective Cobjmotrice pair;

Cobj: target drive torque;

V: vehicle speed;

dPP: first derivative in time of the accelerator pedal position;

FLGGEAR_SHIFT: indicator of the gear shift phase; TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero. And in which, the FLGGEAR_SHIFT indicator of the gear shift phase is enabled and disabled by the control unit 21 according to the mechanical power assisted gearbox or robotic manual gearbox or manual gearbox.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [14]

Cobj: target drive torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

According to a further variant, fuel is injected into the number Ns of non-active cylinders 3 for injection and combustion.

According to a variant, the mass of air sucked in by the cylinders 3 is adjusted by means of the butterfly valve 8 and possibly by an actuator of the VVT (Variable Valve Timing) type.

The control strategy implemented in this case by the electronic control unit 21 during a release maneuver and up to the subsequent drive torque C request is described below.

The electronic control unit 21 is configured to recognize a release phase or to verify the condition in which the driver lifts his foot from the accelerator pedal, interrupting the drive torque request C to be transmitted to the driving wheels.

In particular, a release indicator (or flag) is calculated inside the electronic control unit 21, indicated with FLGRIL, which essentially identifies when a release maneuver is in progress. In particular, the release FLGRIL indicator is enabled for the entire duration of the release maneuver until the next drive C torque request.

The release FLGRIL indicator is normally disabled.

According to a first variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, the following condition must be verified:

dCobj <TV1 [15]

dCobj: first derivative in time of the objective Cobjmotrice pair; And

TV1: threshold value.

In which, the threshold value TV1 is determined in a preliminary setting and tuning phase, it is preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, the following condition must be verified:

Cobj> TV2 [16]

Cobj: target drive torque; And

TV2: threshold value.

In which, the threshold value TV2 is determined in a preliminary setting and tuning phase, it is preferably constant and greater than zero.

According to a second variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, both of the following conditions must be verified:

(dCobj <TV1) AND (dPP <TV3) [17]

dCobj: first derivative in time of the objective Cobjmotrice pair;

dPP: first derivative in time of the accelerator pedal position;

TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [18] Cobj: target torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

Checking the accelerator pedal position PP and the dPP derivative earlier in time of the accelerator pedal position allows to avoid that the driver's small and rapid taps on the accelerator pedal can lead to an erroneous and unwanted disabling of the release FLGRIL indicator when, in actually, we are still in the release phase.

According to a third variant, in order for the electronic control unit 21 to enable the release FLGRIL indicator, all the following conditions must be verified:

(dCobj <TV1) AND (dPP <TV3) AND (Cobj> f (V)) [19]

dCobj: first derivative in time of the objective Cobjmotrice pair;

Cobj: target drive torque;

V: vehicle speed;

dPP: first derivative in time of the accelerator pedal position;

TV1: threshold value; e

TV3: threshold value.

In which, the threshold value TV1 and the threshold value TV3 are determined in a preliminary setting and tuning phase, they are preferably constant and less than zero.

Once the electronic control unit 21 has enabled the release FLGRIL indicator, to disable the release FLGRIL indicator itself, one of the following conditions must be verified:

(Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [20]

Cobj: target drive torque;

PP: position of the accelerator pedal;

dPP: first derivative in time of the accelerator pedal position;

TV2: threshold value;

TV4: threshold value; e

TV5: threshold value.

In which, the threshold value TV2, the threshold value TV4 and the threshold value TV5 are determined in a preliminary setting and fine-tuning phase, they are preferably constant and greater than zero.

In this case, the further verification on the target Cobjmotrice torque which must be greater than a value determined according to the speed of the vehicle itself, allows to exclude an unwanted enabling of the FLGRIL release indicator in conditions of low loads.

According to a preferred variant, once the electronic control unit 21 has enabled the release indicator FLGRIL, the electronic control unit 21 itself is configured to control the internal combustion engine 1 in order to generate a drive torque reserve C. Basically, the supercharged internal combustion engine 1 is controlled in such a way as to degrade the ignition advance implemented by the internal combustion engine 1 itself for the cylinders 3. In this way, it is possible to adjust the pressure Pcr in the intake manifold to a value greater than that which would occur in optimal ignition advance conditions implemented by the internal combustion engine 1 for cylinders 3.

The cylinder 3 deactivation indicator (or flag) is calculated inside the electronic control unit 21, indicated by FLGSCAV, which identifies the condition in which the internal combustion engine 1 has a number of cylinders 3 deactivated as better described. in the discussion that follows.

The FLGSCAV indicator for deactivation of cylinders 3 is normally disabled.

According to a first variant, in order for the electronic control unit 21 to enable the FLGSCAV indicator for deactivation of cylinders 3, all the following conditions must be verified:

FLGRIL = TRUE AND [CUTOFF = TRUE OR (N / (N- Ns) * QACobj <= QACMAXstim)] [21]

FLGRIL: release indicator;

CUTOFF: indicator (or flag) of the condition in which the internal combustion engine 1 is in cut off;

N: number of cylinders 3;

Ns: number of cylinders 3 which do not generate the target Cobjmotrice couple in combustion and are operated only to suck in a mass of air;

QACobj: mass of target air for each cylinder 3 to supply the target Cobjmotor torque to the driving wheels, in the event that the cylinders 3 are all engaged in the combustion of the respective target air mass; And

QACMAXstim: maximum air mass for each cylinder 3. Once the electronic control unit 21 has enabled the cylinder 3 deactivation indicator FLGSCAV, to disable the cylinder 3 deactivation indicator FLGSCAV itself, it is sufficient that one of the two conditions that follow:

FLGRIL = FALSE AND (CUTOFF = FALSE OR (QACobj> QACMAXstim * 2 / N)) [22] FLGRIL: release indicator;

CUTOFF: indicator (or flag) of the condition in which the internal combustion engine 1 is in cut off;

N: number of cylinders 3;

QACobj: mass of target air for each cylinder 3 to supply the target Cobjmotor torque to the driving wheels, in the event that the cylinders 3 are all engaged in the combustion of the respective target air mass; And

QACMAXstim: maximum air mass for each cylinder 3. As soon as the cylinder 3 deactivation indicator FLGSCAV is enabled, the electronic control unit 21 is set up to create the target Cobjmotrice pair (which, in this case too, has a decreasing trend at starting from the instant in which the FLGSCAV indicator of deactivation of cylinders 3) is enabled with a number N of cylinders 3 active in combustion which is less than the number N of cylinders 3. In particular, a cylinder 3 is switched off and / or deactivated in combustion at a time when the remaining 3 cylinders are in any case able to guarantee the objective Cobjmotrice torque. In other words, the internal combustion engine 1 is configured so that, when the cylinder 3 deactivation indicator FLGSCAV is enabled, the cylinders 3 are deactivated in cascade so that the number Nadi cylinders 3 active in combustion is always able to ensure the objective Cobjmotrice torque. For the number Nadi cylinders 3 active in combustion, the electronic control unit 21 is configured to actuate an ignition advance which guarantees the required driving torque C.

Furthermore, at the same time the electronic control unit 21 is set up to maintain an effective boost pressure Pobj higher than the minimum target boost pressure Pmindi capable of guaranteeing the target load, preferably equal to the maximum target boost pressure Pmax value, which guarantee the target load. , that is, the mass of air required by the internal combustion engine 1 to generate the target cobjective torque.

In detail, the electronic control unit 21 is configured to determine a minimum target boost pressure Pmax and a maximum target boost pressure Pmax, which guarantee the target load. The difference between the maximum target boost pressure Pmax and the minimum target boost pressure Pmax defines a maximum boost reserve RDSmax.

The actual boost pressure Pobj is kept higher than the minimum target boost pressure Pmindi and equal to a value within the range of values defined by the maximum boost boost RDSmax reserve and preferably equal to the maximum target boost pressure Pmax. By doing so, it is possible to define an effective boost reserve RDS, which is equal to the algebraic difference between the actual boost pressure Pobj and the minimum target boost pressure Pmindi.

When the CUTOFF indicator of the condition in which the internal combustion engine 1 is in cut off is enabled, the motorized throttle valve 8 is completely open so as to draw in the maximum amount of air possible and, consequently, obtain the maximum flow rate from the turbocharger 12.

In the event that, at the end of the cut-off phase of the internal combustion engine 1 or in any case of recovery, the required target drive torque is small, it is necessary to implement one or a combination of the following control strategies to generate the target drive torque :

- controlling only a portion of the cylinders 3 to achieve the total objective cob-driving torque;

- controlling a single cylinder 3 in combustion or a portion of the cylinders 3 for every determined number W of engine cycles until it will be possible to control other cylinders 3 to achieve the total target torque for each engine cycle;

- controlling the motorized throttle valve 8 to reduce the inlet pressure and therefore the mass of air for combustion, thus waiting for the pressure to decrease until it is possible to implement the total target motor torque with a reduced number of cylinders 3; And

- in order to decrease the pressure more rapidly in order to be able to implement the total target motor torque with a reduced number of cylinders 3, open the valve 19 Poff, which is adapted to regulate the flow rate of the air flowing through the bypass duct 18 to reduce the inlet pressure and therefore the mass of air for combustion.

According to mutually alternative variants, the throttle valve 8 is commanded at least partially open during the release phase of the supercharged internal combustion engine 1. According to a further variant, the throttle valve 8 is commanded completely open during the release phase of the supercharged internal combustion engine 1.

The control strategy implemented by the electronic control unit 21 during a gear change phase is described below in the event that, according to a preferred variant, the vehicle is equipped with an internal combustion engine 1 according to the preceding description and with a power assisted mechanical gearbox or robotic manual gearbox (better known as AMT - Automated Manual Transmission) or manual gearbox.

The electronic control unit 21 is configured to recognize a gear change phase or, in more detail, to check the condition in which the power assisted mechanic or robotic manual gearbox or manual gearbox will change gear by effect, depending on the gearshift mode. manual or automatic operation, respectively of the intervention of the driver who acts on a lever similar to the traditional one of the gearbox or with buttons placed on the steering wheel to select the transmission ratio or of the command of the electronic control unit 21.

In particular, the FLGGEAR_SHIFT indicator of the gear shift phase is calculated inside the electronic control unit 21 which essentially identifies when a gear change is about to occur.

The FLGGEAR_SHIFT indicator of the gear shift phase is normally disabled.

The FLGGEAR_SHIFT indicator of the gear shift phase is enabled by the control unit 21 when the driver intervenes on a lever similar to the traditional gearshift lever or with buttons on the steering wheel to select the transmission ratio or when the control unit is commanded 21 transmission ratio selection electronics.

The FLGGEAR_SHIFT indicator of the gear shift phase is enabled for the entire duration of the gear shift phase until the next drive C torque request.

According to a first variant, the FLGGEAR_SHIFT indicator of the gear change phase is disabled by the control unit 21 when the clutch is closed following the gear change phase. According to a second variant, the FLGGEAR_SHIFT indicator of the gear change phase is disabled by the control unit 21 when the clutch is closed following the gear change phase and, at the same time, so that the electronic control unit 21 disables the indicator FLGGEAR_SHIFT of the gear shift phase, the following condition must also be verified:

dCobj <TVGEAR_SHIFT [23]

Cobj: target drive torque; And

TVGEAR_SHIFT: threshold value.

In which, the threshold value TVGEAR_SHIFT is determined in a preliminary setting and tuning phase, it is preferably constant and greater than zero.

For the entire time interval in which the FLGGEAR_SHIFT indicator of the gear shift phase is enabled, the electronic control unit 21 is configured to maintain an effective boost pressure Pobj greater than the minimum target boost pressure Pmindi capable of guaranteeing the target load, preferably equal to the maximum target supercharging pressure value Pmax, which guarantee the target load, that is the mass of air necessary for the internal combustion engine 1 to generate the target engine torque.

In detail, the electronic control unit 21 is configured to determine a minimum target boost pressure Pmax and a maximum target boost pressure Pmax, which guarantee the target load. The difference between the maximum target boost pressure Pmax and the minimum target boost pressure Pmax defines a maximum boost reserve RDSmax.

The actual boost pressure Pobj is kept higher than the minimum target boost pressure Pmindi and equal to a value within the range of values defined by the maximum boost boost RDSmax reserve and preferably equal to the maximum target boost pressure Pmax. By doing so, it is possible to define an effective boost reserve RDS, which is equal to the algebraic difference between the actual boost pressure Pobj and the minimum target boost pressure Pmindi.

In addition, for the entire time interval in which the FLGGEAR_SHIFT indicator of the gear change phase is enabled, the electronic control unit 21 is also configured to control the internal combustion engine 1 in order to generate a drive torque reserve C. In essence, the target Cobjmotrice torque is reduced by degrading the ignition advance implemented by the internal combustion engine 1 for the cylinders 3. In this way, it is possible to increase the mass of intake air and adjust the pressure Pcr in the intake manifold 4 to a higher value than that which would occur in optimal ignition advance conditions implemented by the internal combustion engine 1 for the cylinders 3; in this way it is possible to obtain a greater flow rate and a greater supercharging.

It should be pointed out that, according to a preferred variant, in the preceding discussion the derivative dCobj prima in time of the objective Cobjmotrice pair (and, in the same way, any other derived quantity) is calculated in the electronic control unit 21 as the difference between the quantity concerned , that is, the objective co-driving pair minus the filtered value (preferably by means of a first order filter) of the same magnitude, that is, the objective co-driving pair.

It is therefore possible to identify the start of a gear change phase when the driver intervenes on a gear lever or when the driver intervenes on the buttons on the steering wheel to select the transmission ratio or even depending on the transmission ratio selection command or identify the start of a release phase; and during the entire duration of the gear change phase or during the entire release phase of the supercharged internal combustion engine 1, realize a total target cobjective torque by degrading the ignition advance implemented by the supercharged internal combustion engine 1 for the cylinders 3 and increasing the mass of air trapped in the cylinders 3 themselves. In the case of a manual gearbox, the gear shift phase is recognized by means of the gear lever, or the clutch opening / closing, or the ratio between engine speed and vehicle.

In general, in the release maneuver it is therefore possible to generate torque reserve (providing more air and degrading the ignition advance), to increase the air flow rate and the enthalpy of the exhaust gases, even without washing or "scavenging" virtual (in the presence of cylinders 3 off).

Furthermore, what has been described throughout the discussion can be applied, with the necessary modifications (relating for example to the actuation of the 16 wastegate valve or the 19 Poff valve), also to the non-supercharged engine, to keep the pressure in the intake manifold 4 high and therefore have a more ready dynamic in recovery.

Claims (1)

R I V E N D I C A Z I O N I 1.- Method of controlling a supercharged internal combustion engine (1) by means of a turbocharger (12) provided with a turbine (13) and a compressor (14) and comprising a number (N) of cylinders (3); wherein, the mass of air sucked in by the number (N) of cylinders (3) is regulated by means of a butterfly valve (8); the control method includes the steps of: - determine the instant in which a release phase of the supercharged internal combustion engine (1) begins; - determining the total engine torque (Cobj) to be delivered for the operation of the supercharged internal combustion engine (1); And - during the release phase of the supercharged internal combustion engine (1), command a number (Na) of cylinders (3) active for injection and combustion in order to generate the total engine torque (Cobj) and command a number (Ns) of cylinders (3) not active for injection and combustion so as to suck in a mass of air, preferably the maximum amount of air possible until the end of the release phase of the supercharged internal combustion engine (1). 2.- Control method according to Claim 1 and comprising the further step of controlling the number (Na) of cylinders (3) active for injection and combustion so as to generate the total driving torque (Cobj) and control the number (Ns) of cylinders (3) not active for injection and combustion in order to suck in a mass of air, when one of the following conditions is met: CUTOFF = TRUE OR [N / (N- Ns) * QACobj <= QACMAXstim + ∆] where CUTOFF: indicator of the condition in which the supercharged internal combustion engine (1) is in a cut-off condition or without combustion; N: number of cylinders (3); Ns: number of cylinders (3) not active for combustion, preferably in multiples of two; QACobj: mass of target air for each cylinder (3) to supply the total driving torque (Cobj) to the driving wheels, in the event that the cylinders (3) are all engaged in the combustion of the respective target air mass; ∆: tolerance value; And QACMAXstim: maximum mass of air that can be trapped for each cylinder (3). 3.- Method according to Claim 1 or 2 and comprising the further step of realizing the total driving torque (Cobj) by degrading the ignition advance implemented by the supercharged internal combustion engine (1) for the cylinders (3) and increasing the mass of air trapped in the cylinders (3) themselves. 4.- Method according to Claim 3 and comprising the further step of realizing the total driving torque (Cobj) by degrading the ignition advance implemented by the supercharged internal combustion engine (1) for the cylinders (3) and increasing the mass of air trapped in the cylinders (3) from the beginning of the release phase to the beginning of a deactivation phase of the number (Ns) of cylinders (3) not active for injection and combustion. 5.- Control method according to one of the preceding claims, in which the pressure (Pcr) in the intake manifold (4) is kept at a higher value than that which would occur in optimal ignition advance conditions implemented by the engine (1 ) with supercharged internal combustion for the cylinders (3). 6.- Control method according to one of the preceding claims and comprising the further steps of: determine a minimum boost pressure (Ptmin) such as to guarantee the total target torque (Cobj); And realize an effective boost pressure (Pobj) higher than the minimum boost pressure (Ptmin) until the end of the release phase of the supercharged internal combustion engine (1). 7.- Control method according to claim 6 and comprising the further steps of: determine a maximum boost pressure (Ptmax) such as to guarantee the total target torque (Cobj); And realize an effective boost pressure (Pobj) equal to the maximum boost pressure (Ptmax) until the end of the release phase of the supercharged internal combustion engine (1). 8.- Control method according to one of the preceding claims and comprising, at the end of the release phase, the further phase of implementing one or a combination of the following control strategies to generate the total driving torque (Cobj): - controlling only a portion of the cylinders (3) to achieve the total target torque (Cobj); - command a single cylinder (3) in combustion or a portion of the cylinders (3) for every determined number (W) of engine cycles until it will be possible to command other cylinders (3) to achieve the total target torque (Cobj) for each engine cycle; - command the butterfly valve (8) to reduce the pressure; - open a Poff valve (19), which is designed to regulate the flow of air flowing through a bypass duct (18). 9. A control method according to one of the preceding claims, in which, when the supercharged internal combustion engine (1) is in cut-off conditions, the throttle valve (8) is at least partially open. 10. A control method according to one of claims 1 to 9, wherein, when the supercharged internal combustion engine (1) is cut off, the throttle valve (8) is completely open. 11.- Control method according to one of the preceding claims, in which the release phase of the supercharged internal combustion engine (1) begins when the following condition is met: dCobj <TV1 [1] dCobj: first derivative in time of the total objective driving torque (Cobj); And TV1: first threshold value. 12.- Control method according to one of claims 1 to 10, in which the release phase of the supercharged internal combustion engine (1) begins when the following condition is met: (dCobj <TV1) AND (dPP <TV3) [3] dCobj: first derivative in time of the total objective driving torque (Cobj); dPP: first derivative in time of the accelerator pedal position; TV1: first threshold value; e TV3: third threshold value. 13.- Control method according to one of claims 1 to 10, in which the release phase of the supercharged internal combustion engine (1) begins when the following condition is met: (dCobj <TV1) AND (dPP <TV3) AND (Cobj> f (V)) [5] dCobj: first derivative in time of the total objective driving torque (Cobj); Cobj: target drive torque; V: vehicle speed; dPP: first derivative in time of the accelerator pedal position; TV1: first threshold value; e TV3: third threshold value. 14.- Control method according to one of the preceding claims, in which the release phase of the supercharged internal combustion engine (1) ends when the following condition is met: Cobj> TV2 [2] Cobj: target drive torque; And TV2: second threshold value. 15.- Control method according to one of claims 1 to 13, in which the release phase of the supercharged internal combustion engine (1) ends when the following condition is met: (Cobj> TV2) OR ((PP> TV4) AND (dPP> TV5)) [4] Cobj: target drive torque; PP: position of the accelerator pedal; dPP: first derivative in time of the accelerator pedal position; TV2: second threshold value; TV4: fourth threshold value; e TV5: fifth threshold value. 16.- Control method according to one of claims 11 to 15, in which the first threshold value (TV1) and the third threshold value (TV3) are determined in a preliminary setting and fine-tuning phase, are preferably constant and are less than zero; and in which, the second threshold value (TV2), the fourth value (TV4) and the fifth value (TV5) are determined in a preliminary setting and tuning phase, they are preferably constant and are greater than zero. 17. Control method according to one of the preceding claims, wherein the supercharged internal combustion engine (1) comprises a wastegate valve (16), which is adapted to regulate the flow rate of the exhaust gases; in which, the wastegate valve (16) is kept closed to maximize the power in the turbine (13) during the entire release phase. Control method according to one of claims 1 to 16, wherein the supercharged internal combustion engine (1) comprises a wastegate valve (16), which is adapted to regulate the flow rate of the exhaust gases; in which, the wastegate valve (16) is controlled at an intermediate and, preferably, constant closing value comprised between 0 and 100% during the entire release phase. 19.- Control method according to one of the preceding claims, wherein the supercharged internal combustion engine (1) comprises a Poff valve (19), which is adapted to regulate the flow rate of the air flowing through a duct (18) bypass; the method comprises the further step of closing the valve (19) Poff for an interval (∆t) of time of predetermined duration and, preferably, constant starting from the instant in which the release phase of the motor (1) ends. supercharged internal combustion. 20.- Control method according to one of the preceding claims, wherein the supercharged internal combustion engine (1) comprises a Poff valve (19), which is adapted to regulate the flow rate of the air flowing through a duct ( 18) of the bypass and is kept closed throughout the release phase. 21.- Control method according to one of the preceding claims and comprising the further step of disabling the closed-lood control carried out on the title of the exhaust gas mixture by means of a lambda probe. 22.- Control method according to one of the preceding claims and comprising the further step of disabling the diagnosis of any phenomena of incorrect combustion (misfire) during the entire release phase, in particular for the number (Ns) of cylinders (3) not active for injection and combustion. Method according to one of the preceding claims, wherein the supercharged internal combustion engine (1) comprises a mechanical power assisted gearbox or a manual gearbox, robotized or not; and in which the method provides for determining the instant in which a release phase of the supercharged internal combustion engine (1) begins according to the moment in which the driver intervenes on a gear lever or on buttons placed on the steering wheel to select the transmission ratio or depending on the transmission ratio selection command.