Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves is presented. In one example, the engine may include non-deactivating intake valves, deactivating intake valves, and only non-deactivating exhaust valves. The non-deactivating exhaust valves may operate to open and close during an engine cycle while deactivating intake valves remain closed during the engine cycle to prevent air flow through selected engine cylinders.

Abstract: Methods and systems are provided for a comprex charger. In one embodiment, a comprex charger is integrally arranged with an electric machine and shares a cooling arrangement therewith.

Abstract: An enhanced pressure-wave supercharger for a combustion engine utilizes a superior pressure wave process cycle design. The design utilizes a select final portion of the compressed gas stream exiting the rotor, and supplies it to a subsequent inlet port ahead of and prior to the introduction into the rotor of the aspirated air to be compressed. Work is extracted within the rotor from this gas stream and transferred into rotational energy of the rotor through using a portion the available momentum of the compressed gas via incidence on the rotor webs to turn the rotor by means of conventional turbomachinery principles.

Abstract: A gas flow control system is provided for at least one cylinder of an internal combustion of a motor vehicle. The gas flow control system includes a supply passage configured to supply gas to the cylinder and an exhaust gas passage configured to remove gas from the cylinder. A bypass passage is configured to connect the supply passage and exhaust gas passage, and a fluid control switch is selectively operable to supply gas out of the exhaust gas passage through the bypass passage into the supply passage in an exhaust gas return operating mode, and to supply gas out of the supply passage through the bypass passage into the exhaust gas passage in a post-air operating mode.

Abstract: A pressure wave supercharger for compressing fresh air for an internal combustion engine, comprising a cold gas housing, a hot gas housing, and a rotor casing which is arranged therebetween and inside which a rotatable cell rotor is disposed; the hot gas housing comprises a high-pressure exhaust gas duct and a low-pressure exhaust gas duct, while the cold gas housing comprises a fresh air duct and a charge air duct; the high-pressure exhaust gas duct, the low-pressure exhaust gas duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor; the cold gas housing comprises a cell rotor bearing, the cell rotor is connected to a rotor shaft that is mounted in the cell rotor bearing, and the cell rotor is split in the direction in which the rotor shaft extends and comprises at least one first cell rotor part and a second cell rotor part.

Abstract: A system, includes a hydraulic transfer system configured to exchange pressures between a first fluid and a second fluid, wherein the first fluid has a pressure higher than the second fluid, comprising: a sleeve; a cylindrical rotor disposed within the sleeve in a concentric arrangement and has a first end face and a second end face disposed opposite each other; a first end cover having a first surface that interfaces with the first end face of the cylindrical rotor; a second end cover having a second surface that interfaces with the second end face of the cylindrical rotor; and a hydrostatic bearing system configured to utilize a bearing fluid at a pressure higher than the second fluid to resist axial displacement, radial displacement, or both axial and radial displacement of the cylindrical rotor.

Abstract: A supercharged engine is provided, which includes an engine body having cylinders, an intake passage disposed outside the engine body and connected to the cylinders via intake ports, a supercharger provided in the intake passage and spaced apart from an intake-side side surface of the engine body, the intake-side side surface being connected to the intake passage, and a fuel pump disposed on the intake-side side surface. A portion of the intake passage constitutes an intervening part located between the supercharger and the engine body. The intervening part overlaps with the fuel pump in one of vertical and lateral directions of the engine body.

Abstract: The invention relates to a method and to a device for adjusting a charging pressure in an internal combustion engine by means of a pressure-wave supercharger, wherein the pressure-wave supercharger has a cell rotor, which passes through at least two compression cycles per revolution, wherein a high-pressure exhaust-gas flow is divided into a first and a second high-pressure exhaust-gas partial flow, wherein a fresh-air flow and the first high-pressure exhaust-gas partial flow are fed to the cell rotor and a first compressed fresh-air flow and a low-pressure exhaust-gas flow are led away from the cell rotor in the first compression cycle, and wherein the fresh-air flow and the second high-pressure exhaust-gas partial flow are fed to the cell rotor and a second compressed fresh-air flow and the low-pressure exhaust-gas flow are led away from the cell rotor in the second compression cycle, wherein the first and the second compressed fresh-air flow are combined into a charge air, and wherein the charge air is fed

Abstract: A dual path exhaust gas recirculation (EGR) system for an engine includes a common EGR intake path and first and second low pressure EGR paths including respective first and second EGR valves. The common EGR intake path is connected to the exhaust system downstream of a catalyst and includes an EGR cooler. The first EGR path is coupled directly to the EGR cooler and an inlet of a turbocompressor. The second EGR path is coupled directly to the EGR cooler and the intake system, thereby bypassing the turbocharger and an engine throttle valve. The engine includes an absence of any high pressure EGR path and the EGR valves are controlled such that the first EGR valve is closed and the second EGR valve is open at low engine speed and load operating conditions thereby providing EGR directly to the intake system that bypasses the turbocharger and throttle valve.

Abstract: Systems and methods for operating an engine in response to a condition of an engine air intake throttle being degraded are presented. In one example, the engine air intake throttle is held closed while a position of a fuel vapor storage canister vent valve is adjusted to control air flow into the engine based on a position of an accelerator pedal. In this way, the engine air amount may be adjusted to provide additional torque from an engine while a throttle is degraded.

Abstract: Systems and methods are described for powertrain controls optimization. One method comprises adaptively learning engine settings for a sparse sample of a speed-load map, which includes engine operation at boundary conditions of a speed-load map, and generating a dynamic node look-up table based on the learned engine settings for the sparse sample. The dynamic node look-up table may provide engine settings for engine operation at speed-load points not explicitly learned during the adaptive learning.

Abstract: An internal combustion engine comprises a first engine bank and a second engine bank. A first intake valve is disposed in an intake port of a cylinder of the first engine bank, and is configured for metering the first flow of combustion air by periodically opening and closing according to a first intake valve lift and duration characteristic. A variable valve train control mechanism is configured for affecting the first intake valve lift and duration characteristic. Either a lift or duration of the first intake valve is modulated so as to satisfy an EGR control criterion.

Abstract: A method for controlling engine vacuum production is disclosed. In one example, one or more air sources to an engine intake manifold are closed so as to increase an amount of air drawn from another air source. The method may increase a rate of vacuum supplied to a vacuum actuated device so as to improve operation of the vacuum actuated device.

Abstract: A supercharger and a turbocharger are provided, as well as a load sensor detecting a traction load of a trailer towed by a semi-trailer and being arranged in a coupler. A combined supercharging and turbocharging is performed by the supercharger and the turbocharger when the traction load is heavier than a previously defined traction determination value. Only supercharging is performed by the turbocharger when the traction load is not more than the traction determination value.

Abstract: A torque transmission device includes a first shaft is coaxially borne relative to a second shaft via at least one roller bearing. An adjusting device adjusts the amount of torque transmitted from the first shaft to the second shaft by changing the internal bearing friction experienced by the at least one roller bearing. In one embodiment, the adjusting device causes one ring of the at least one roller bearing to axially displace relative to a second ring of the at least one roller bearing, thereby changing the amount of bearing friction experienced by roller bodies disposed between the first and second rings and thus the amount of torque transmitted from the first shaft to the second shaft.

Abstract: An exhaust gas exhausted from a combustion chamber of a two-stroke engine is fed to a turbine of a supercharger. Part of the exhaust gas that has passed through the turbine is extracted as an EGR gas by an exhaust gas recirculation part. The EGR gas is cooled by the heat of vaporization of liquid ammonia ejected from an ammonia ejection part, circulated into a suction gas in a suction path, pressurized by a compressor, and supplied as a scavenging gas into the combustion chamber. This recirculation of the exhaust gas can reduce the amount of nitrogen oxide exhausted from the two-stroke engine into the ambient air. Ejecting the liquid ammonia toward the EGR gas in a recirculation path facilitates cooling of the EGR gas, which is required for circulating the EGR gas into the suction gas.

Abstract: A supercharged internal combustion engine includes a motor unit having a head and an exhaust manifold. A turbocharger assembly is fluid dynamically connected to the exhaust manifold, wherein the turbocharger assembly includes a turbine, a central body and a compressor. The turbocharger assembly includes a lubrication channel for the passage of a lubricating fluid hydraulically connected to a lubrication circuit of the motor unit of said internal combustion engine. The turbine includes a jacket, provided at least in part in a body thereof, arranged for the passage of a cooling fluid and in hydraulic communication with an inlet channel and an outlet channel hydraulically connected to a cooling circuit of the motor unit of said internal combustion engine. The inlet channel, outlet channel and lubrication channel are integrated in said turbocharger assembly in correspondence of a connection interface between said turbocharger assembly and the motor unit.

Abstract: The pressure wave supercharger includes a housing having an accommodating room to accommodate a rotor rotatably about an axis, and an exhaust side wall face which is arranged at the accommodating room as being opposed to one end face of the rotor and to which an exhaust gas introduction port and an exhaust gas discharge port are opened, and the rotor includes a shaft portion supported by the housing rotatably about the axis, plural partition walls arranged as being extended in the radial direction from the shaft portion and in the axial direction from the one end face to other end face of the rotor, and a partition member which is arranged at a space between adjacent partition walls and which partitions the space into an inner cell and an outer cell as extending from the one end face to the other end face of the rotor, and an exhaust side groove portion concaved in a direction being apart from the rotor is formed at the exhaust side wall face as being overlapped with a trajectory of the partition member lined

Abstract: A pressure-wave supercharger for a combustion engine of a motor vehicle includes a first channel for drawing fresh air, a second channel for discharging compressed fresh air, a third channel for supply of exhaust gas, and a fourth channel for discharging exhaust gas. A hot-gas housing receives exhaust from the third channel for discharge through the fourth channel, and a cold-gas housing receives fresh air from the first channel and discharges compressed fresh air through the second channel. Disposed between the hot-gas housing and the cold-gas housing is a cell rotor housing which has a cell rotor. A guide element is arranged in at least one of the first and third channels to guide a gas flow for accelerating or decelerating the cell rotor.

Abstract: A supercharging system for an internal combustion engine comprising a turbocharger including a compressor and a turbine, and a pressure wave supercharger performing supercharging of the internal combustion engine by increasing a pressure of gas led into each of cells from an intake gas inlet port using a pressure wave of exhaust gas led into the cell from an exhaust gas inlet port and discharging from an intake gas outlet port to an intake passage the gas pressurized, wherein a case of the pressure wave supercharger is connected to the intake passage upstream of the compressor via the intake gas inlet port, and is connected to the intake passage downstream of the compressor via the intake gas outlet port, and is connected to an exhaust passage downstream of the turbine via the exhaust gas inlet port and an exhaust gas outlet port.

Abstract: The present invention relates to reduction of compression space and improvement of intake/exhaust efficiencies through structural modification of a booster cylinder that delivers an explosive exhaust pressure generated during an exhaust stroke of one cylinder in a multi-cylinder internal combustion engine to an intake pressure of another cylinder, to minimize frictional heat and abrasion due to the reciprocating motion of a piston of the booster cylinder, and to endure a damping force by an air pocket when the piston of the booster cylinder moves toward the exhaust side.

Abstract: A gas-dynamic pressure wave machine for a combustion engines includes a crankcase ventilation system (11). The crankcase ventilation system (11) is connected to a cold gas housing of the pressure wave machine (3) and leads in particular into a cold gas side of the control disk of the pressure wave machine.

Abstract: In an internal combustion engine, fresh air is compressed by a pressure-wave supercharger. At least one operating parameter of the pressure-wave supercharger is controlled or regulated as a function of at least one actual operating variable of the internal combustion engine.

Abstract: A method of operating an internal combustion engine with a variable geometry turbocharger whereby the turbocharger is cleaned of accumulated soot on a time based periodic basis.

Abstract: An internal combustion engine (1) includes a pressure wave supercharger (2), wherein the air quantity in a charge air flow produced by the pressure wave supercharger (2) is greater than the air quantity that can be absorbed on average by the internal combustion engine. The internal combustion engine is characterized in that the portion of the charge air flow (7) not absorbed by the internal combustion engine (1) is intended to be supplied to at least one ancillary unit (8, 9, 10, 11) of the internal combustion engine (1) or to at least indirectly cool parts of the internal combustion engine (1).

Abstract: In an internal combustion engine comprising an exhaust gas turbocharger, including a turbine with at least two inlet passages arranged in the exhaust gas tract of the internal combustion engine, via which exhaust gas from the internal combustion engine can be supplied to a turbine wheel of the turbine, and a valve arrangement being arranged in to the exhaust gas tract to the turbocharger to control the supply of exhaust gas to the inlet passages of the turbine, a valve and turbine inlet passage configuration is selectable providing for a maximum braking power with low thermal load.

Abstract: A pressure equalization system reduces or eliminates a pressure differential across supercharger rotor shaft seals. Under high boost, rotor shaft seals often fail, allowing hot compressed air into an oil lubricated space containing rotor bearings and gears (and vented to ambient pressure), reducing oil lubricating effectiveness and resulting in increased wear and failure. Under low or non boost operation, the pressure differential is reversed causing the lubricating oil to leak into the supercharger interior and accelerated rotor seal wear. The pressure equalization system includes flow restrictive seals on both rotor shafts, separated from the rotor shaft seals by vented spaces, thereby isolating the rotor shaft seals from boost or vacuum in the supercharger interior and reducing or eliminating the pressure differential across the rotor shaft seals. Maintaining close to atmospheric pressure on both sides of the rotor shaft seals during boost and vacuum operation reduces wear and failures.

Abstract: In an internal combustion engine, fresh air is compressed by a pressure-wave supercharger. At least one operating parameter of the pressure-wave supercharger is controlled or regulated as a function of at least one actual operating variable of the internal combustion engine.

Abstract: Surging is reliably prevented from occurring even when an engine with a turbocharger is operated with reduced number of cylinders and at a low speed range. Concerned is a method for controlling actuation of valves in an engine with a turbocharger, a variable valve mechanism 18 being arranged for controlling opening/closing timing and lifts of suction and exhaust valves (only exhaust valves 17 being shown in the figure) of each of cylinders 8, an operation with reduced number of cylinders being made possible by the variable valve mechanism 18 such that valve-opening action of suction and exhaust valves in part of the cylinders 8 is disabled to conduct the operation with the remaining cylinders 8.

Abstract: In an open/close control device 40 installed in a diesel engine 1, when a rotational speed N of the diesel engine 1 is equal to or higher than an intermediate rotational speed and a fuel injection amount is equal to or less than an idling injection amount Fi, a control portion 33 of a valve opening and closing controlling means 30 determines that the diesel engine is in such a state that engine brake is to be actuated, and controls to close both a bypass valve 24 and an EGR valve 52. Accordingly, since there is no fear that exhaust gas returns from an inlet line side of an exhaust turbine 22 to an outlet line side of a compressor 21, the engine brake can be effectively actuated during running at high speeds and running on a downward slope.

Abstract: An internal combustion engine (30) with a supercharger device (50, 52) for increasing the charging pressure in an air inlet system (33) has a number of cylinders (32). Each cylinder (32) has at least one exhaust valve (36) which is connected to the exhaust system (40) and at least one inlet valve (34), which is connected to the air inlet system (33). Scavenging is carried out with a valve overlap between the inlet valve (34) and the exhaust valve (36). For controlling the operation of the internal combustion engine the system monitors whether the scavenging was successful.

Abstract: A method and a device for operating an internal combustion engine improve the response of the internal combustion engine and increase its torque. An exhaust valve of the combustion chamber of the internal combustion engine is opened during a discharge phase of the internal combustion engine for discharging exhaust gas, generated via combustion, from a combustion chamber into an exhaust system of the internal combustion engine. The exhaust valve is closed again and re-opened during this discharge phase.

Abstract: A gas-dynamic pressure wave supercharger includes a multi-cell rotor, a fresh air inlet channel, a high pressure air channel leading to the engine, and high and low pressure exhaust channels, with the high and low pressure exhaust channels enclosed in a gas enclosure, and the fresh air inlet channel and the high pressure charge air channel enclosed in an air enclosure. The high pressure exhaust channel includes an enlarged portion on the rotor side from which a duct extends to the low pressure channel. The duct is so regulated that a part of the exhaust gas is always first conducted from the high pressure exhaust channel into the enlarged portion before additional exhaust gas is conducted through the duct from the high pressure exhaust channel to the low pressure exhaust channel. Improved fuel consumption results over the entire performance range of the engine, particularly in the partial load range.

Abstract: The method for the control of an internal combustion engine combined with a gas-dynamic pressure wave machine comprising a rotatable housing in order to control the process tuning over the entire performance field of the internal combustion engine as well as a variable width adjustment of the high pressure exhaust gas channel includes a certain control sequence of steps in a positive load variation and a certain control sequence of steps in a negative load variation.

Abstract: A compression ignition engine (10) has an EGR system operable to provide a first EGR loop (46, 52, 54) when the engine is lightly loaded and a second EGR loop (46, 52, 56) when the engine is more heavily loaded. When the first EGR loop is selected, exhaust gas is recirculated from a location upstream of a turbine (20) of a turbocharger (18) to a location downstream of the turbocharger compressor (22). When the second EGR loop is selected, exhaust gas is recirculated from a location downstream of the turbine to a location upstream of the compressor.

Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves (2,3) and one intake valve per cylinder. A first exhaust valve (2) is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve (3) is connected to a second exhaust manifold which opens downstream of the turbine. The charging pressure in the engine can be regulated by virtue of the opening periods of the exhaust valves (2,3) being varied in relation to one another in order to adapt the flow through the exhaust turbine to a value which provides the desired charging pressure in the engine. By opening the second exhaust valve (3) increasingly earlier, an increasingly lower charging pressure can be achieved.

Abstract: The method for the control of an internal combustion engine combined with a gas-dynamic pressure wave machine comprising a rotatable housing in order to control the process tuning over the entire performance field of the internal combustion engine as well as a variable width adjustment of the high pressure exhaust gas channel includes the following steps, while a certain control sequence is followed in each area of the performance field:

Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust flow has at least two exhaust valves and one intake valve per cylinder. A first exhaust valve is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve is connected to a second exhaust manifold which opens downstream of the turbine. In the top dead center position of the piston, the second exhaust valve and the intake valve are open at the same time for a period. The synchronization between these valves is such that the length of the period during which they are open together increases with the engine speed when the engine is driven at high load. In this way, the possibilities are improved of the engine providing good torque over a wide engine speed range.

Abstract: The gas-dynamic pressure wave machine, which is destined for the charge air supply of an internal combustion engine, comprises a rotor, a low pressure fresh air inlet channel, a high pressure charge air channel leading to the internal combustion engine, a high pressure exhaust channel coming from the internal combustion engine, and a low pressure exhaust channel the low pressure exhaust channel and the high pressure exhaust channel being enclosed in a gas housing and the low pressure fresh air inlet channel and the high pressure charge air channel being enclosed in an air housing, and each of all four channels communicating with the rotor through sector-shaped openings in their respective housings. The sector-shaped openings of the high pressure charge air channels are adjustably arranged in order to allow an adjustment of the process over the entire performance field of the internal combustion engine.

Abstract: The gas-dynamic pressure wave machine, which is destined for the charge air supply of an internal combustion engine, comprises a rotor, a low pressure fresh air inlet channel, a high pressure charge air channel leading to the internal combustion engine, a high pressure exhaust channel coming from the internal combustion engine, and a low pressure exhaust channel, the low pressure exhaust channel and the high pressure exhaust channel being enclosed in a gas enclosure and the low pressure fresh air inlet channel and the high pressure charge air channel being enclosed in an air enclosure. In order to obtain an improved efficiency in low flow rate and temperature conditions, the high pressure exhaust channel is enlarged on the rotor side without forming a ridge, and the size of the enlargement is variable. The use of a heating device acting upon the high pressure exhaust channel allows a further improvement of the cold start properties, without the need for an enlargement or gas pockets.

Abstract: The invention relates to a device and a method for reducing emissions in catalytic converter exhaust systems for a vehicle provided with a combustion engine. The invention comprises a control unit adapted to control the air-fuel being fed to the engine so that a high concentration of hydrogen is generated in the exhaust gas during start-up of the engine. Furthermore, secondary air is supplied downstream of the engine during cold starting thereof for foaming a gas mixture with the exhaust gas. This gas mixture is oxidized, so that heat energy generated by means of this oxidation is supplied to the catalyst, thereby providing a reduction of the light-off time of the catalyst.

Abstract: The spark ignition engine is provided with a pressure wave machine and comprises a three-way catalyst. In order to improve the cold start properties both of the catalyst and of the pressure wave machine, a heating device is disposed between the catalyst and the pressure wave machine. For a better elimination of the pollutant constituents HC, CO, and NOx, the three-way catalyst is followed by an oxidation catalyst, the oxidation catalyst being disposed between the outlet of the pressure wave machine and the exhaust. In this manner, the oxidation catalyst can operate with excess air which comes from the pressure wave machine. Such a combination yields a high specific power and at the same time an essential reduction of the pollutants while allowing very good cold start properties of the entire combination.

Abstract: The gas-dynamic pressure wave machine which is destined for the charge air supply of an internal combustion engine comprises a rotor (6, 40) with cells (18, 41), a low pressure fresh air inlet channel (14, 38), a high pressure charge air channel (10, 32) leading to the internal combustion engine (1, 33), a high pressure exhaust channel (3, 31) coming from the internal combustion engine, and a low pressure exhaust channel (4, 35), the low pressure exhaust channel (4, 35) and the high pressure exhaust channel (3, 31) being enclosed in a gas enclosure (5, 34) and the low pressure fresh air inlet channel (14, 38) and the high pressure charge air channel (10, 32) being enclosed in an air enclosure (15, 39).

Abstract: Internal combustion engines are described including a crankshaft and at least one cylinder, an intake line for supplying air to the cylinder, an exhaust line for discharging exhaust gases from the cylinder, a recirculation line for recirculating at least a portion of the exhaust gases from the exhaust line to the intake line in order to reduce emissions from the engine, a valve in the recirculation line for controlling the flow of a portion of the exhaust gases therethrough, a turbocharger including a first turbocharging unit for absorbing energy from the exhaust gases and including a compressor to compress air supply to the intake line, and a second turbocharger unit disposed downstream of the first turbocharger unit for absorbing energy from the exhaust gases whereby a pressure is created in the exhaust line which is greater than the pressure in the intake line, and a power transmission line for transmitting power from the second turbocharger unit to the crankshaft.

Abstract: A system and method for controlling an exhaust gas recirculation system (10) on an electronically controlled, turbocharger (18) equipped internal combustion engine (12) having two or more actuating devices (84,86). In the disclosed embodiments, the actuating devices (84,86) may include an exhaust gas recirculation valve (40), a turbocharger back pressure valve (44), the vane actuators (46) in a variable geometry turbocharger (48), or an air intake throttle valve.