Abstract: A control system for operating vanes of a turbocharger turbine (16T) and for operating a turbine-shunting bypass valve (22) according to a strategy wherein a processor executes an algorithm for selectively unenabling the control system to operate the bypass valve when the control system is operating the vanes to adjust exhaust back-pressure on the engine within a range of effectiveness for the vanes to control the exhaust back-pressure and enabling the control system to operate the bypass valve when the control system has operated the mechanism to a limit of the range of effectiveness.

Abstract: A supercharging system, in particular an at least two-stage supercharging system, including a first stage and a second stage for an internal combustion engine having two cylinder banks. The at least two-stage supercharging system includes at least two charge air coolers. An exhaust gas turbocharger representing the first stage and an exhaust gas turbocharger representing the second stage are each situated next to one of the cylinder banks of the internal combustion engine.

Abstract: There is provided a method of controlling an engine system. The engine system comprises an internal combustion engine, a supercharging system having at least one supercharger to boost intake air to the internal combustion engine, a turbine, and a motor. The turbine receives an exhaust gas flow from an exhaust system of the internal combustion engine and is capable of at least partly driving the supercharging system. The motor is capable of at least partly driving the supercharging system.

Abstract: In a supercharged internal combustion engine having a plurality of cylinders which are arranged in at least one cylinder bank, preferably a V-type engine with an exhaust gas turbocharger including a compressor, which is arranged in an intake line of the internal combustion engine and a turbine which is arranged in an exhaust gas collection line, the exhaust gas of a plurality of cylinders of the cylinder bank is combined in an exhaust gas collection line, while at least one cylinder of a cylinder bank has a separate exhaust gas line which bypasses the exhaust gas turbocharger and joins the exhaust gas line downstream of the turbine.

Abstract: A sequential-type, two-stage supercharging system (1) having a high-pressure-stage turbocharger (6) and a low-pressure-stage turbocharger (5), in which high-pressure-stage exhaust gas bypass passages (6d, 6e) for bypassing a high-pressure-stage turbine (6t) is formed by both the first bypass passage (6d) having a small-diameter valve (6f) and the second bypass passage (6e) having a large-diameter valve (6g) with a diameter greater than that of the small-diameter valve (6f). The effective valve area of the small-diameter valve (6f) is set to 9.5%-26.5% of the passage cross-sectional area required when exhaust gas is at its maximum total flow rate. This allows, in medium speed/medium load operation, fine EGR rate control and air-fuel ratio control.

Abstract: With reference to FIG. 1, the present invention relates to an internal combustion engine comprising: a combustion chamber (10); first (A) and second (B) inlet valves controlling flow of air into the combustion chamber, first (C) and second (D) exhaust valves; and first (16) and second (18) turbochargers. The first turbocharger (16) is connected to the first inlet valve (A) and the second turbocharger (18) is connected to the second inlet valve (B). The first turbocharger (16) is connected to the first exhaust valve (C) and receives only combusted gases expelled via the first exhaust valve (C). The second turbocharger (18) is connected to the second exhaust valve (D) and all combusted gases expelled via the second exhaust valve flow to the second turbocharger (18) without passing through the first turbo-charger (16).

Abstract: A turbocharger system comprises a first relatively small high-pressure (HP) turbocharger (1) and a second relatively large low pressure (LP) turbocharger (2). The turbine (6) of the LP turbocharger (2) is connected in series downstream of the turbine (4) of the HP turbocharger (1) in a first exhaust gas passage (11). An exhaust bypass flow passage (12) provides a bypass flow path around the HP turbine (4). A rotary valve (8) is located at a junction of the bypass flow passage (12) and a first exhaust gas flow passage (11). The rotary valve (8) comprises a valve rotor (19) which is rotatable to selectively permit or block flow to the LP turbine (6) from either the first exhaust gas passage (11) or the bypass gas passage (12). The rotary valve (8) is operated to at least partially restrict flow to the LP turbine to generate a braking back pressure.

Abstract: A turbocharger unit for a multicylinder internal combustion engine has at least two exhaust lines for the evacuation of exhaust gases from the combustion chamber of the engine and at least one inlet line for the supply of air to the combustion chamber. The turbocharger unit includes at least one turbine which cooperates with at least one compressor to extract energy from the exhaust flow of the engine and pressurize the inlet air of the engine. The turbine is provided with a worm-shaped housing having at least two flow paths which are defined by guide tongues in the housing and which conduct mutually separate exhaust flows via stator blades to at least one turbine wheel. In order to maintain the kinetic energy in the separate exhaust flows, each respective guide tongue meets a stator blade extending toward the tongue.

Abstract: A system is provided. The system includes an internal combustion engine having an intake manifold and an exhaust manifold. The system also includes a high pressure turbocharger having a variable geometry high pressure turbine drivingly coupled to a high pressure compressor, wherein the variable geometry high pressure turbine is driven by a first portion of exhaust gases from the exhaust manifold, wherein the high pressure compressor is configured to compress an intake air and to provide the compressed intake air to the intake manifold.

Abstract: A turbocharger system for an engine includes first and second turbochargers, having air intake impellers which rotate in opposite directions. This enables the first and second turbochargers to be mounted on opposite sides of an engine in a symmetrical fashion, resulting in an aesthetically pleasing arrangement as well as air intake and exhaust piping being of the generally same length and configuration to optimize engine performance.

Abstract: A natural gas compression system is provided. The system may include a natural gas compressor configured to compress, and thereby pump, natural gas through a pipeline. The system may also include a natural gas burning engine, operatively coupled to the gas compressor, the engine being supplied with air by an induction system. The induction system may include a supercharger driven by the engine and configured to compress intake air and a turbocharger downstream from the supercharger and driven by exhaust gases produced by the engine. The induction system may also include a supercharger compressor bypass configured to selectively recirculate a portion of the compressed output of the supercharger upstream of the supercharger.

Abstract: A drive device for a motor vehicle includes a multi-cylinder internal combustion engine and at least two exhaust gas turbocharger devices. At least one outlet valve is assigned to an exhaust gas turbocharger device of each cylinder of the internal combustion engine in such a manner that the exhaust gas duct assigned to this outlet valve is connected to the turbine wheel of the exhaust gas turbocharger device.

Abstract: In an internal combustion engine provided with two exhaust gas turbochargers which each comprise a turbine in an exhaust line and one compressor in an intake section of the engine, two exhaust lines are provided which are each assigned to at least one of the exhaust gas turbines, an exhaust gas recirculation device being arranged between an exhaust line upstream of an exhaust gas turbine and the intake section downstream of a compressor and the two exhaust lines including bypass lines with a control valve for selectively permitting the exhaust gas to bypass the turbine closer to the engine.

Abstract: A drive unit of a motor vehicle, provided with an internal combustion engine, with a combustion air supply having a low-pressure compressor, a high-pressure compressor and a combustion air cooling unit, and with an exhaust gas withdrawal via which exhaust gas formed in the internal combustion engine is withdrawn. The drive unit has a cooling system with at least one cooling circuit in which are arranged a heat exchanger, through which flows a working medium and which can be cooled by atmospheric air, at least one exhaust gas cooler integrated into the exhaust gas withdrawal, and the combustion air cooling unit has a combustion air intercooler and a main combustion air cooler that are thermally coupled to the cooling circuit in such a way that in the direction of flow of combustion air, the combustion air intercooler is disposed between the low-pressure and the high-pressure compressors, and the main combustion air cooler is disposed downstream of the high-pressure compressor.

Abstract: An internal combustion engine has a plurality of cylinders, and each cylinder has at least one first and one second exhaust port with associated respective first and second exhaust valves. At least one first and one second exhaust manifold are flow-connected to the respective first and second exhaust ports. A turbo unit for supercharging the charge air delivered to the cylinders comprises at least one first and one second exhaust gas turbine respectively flow connected to the first and the second exhaust manifolds. An exhaust gas chamber flow-connects the first and the second exhaust manifolds upstream of the exhaust gas turbines. The first and second exhaust valves can be deactivated/activated during operation. A throttle valve in the exhaust gas chamber may assume a closed position in order to separate the first and the second exhaust manifolds. A method of operating includes opening and closing different valves at different engine speeds.

Abstract: An exhaust recirculation system includes a power source including at least one cylinder outputting exhaust gas and a particulate reducing device fluidly connected to at least one exhaust duct of the power source. The particulate reducing device is configured to reduce an amount of particulates in the exhaust gas. The exhaust recirculation system also includes a recirculation compressor configured to receive and compress at least a portion of the exhaust gas. An intake duct of the at least one cylinder of the power source is fluidly connected to the recirculation compressor to receive the compressed reduced-particulate exhaust gas.

Abstract: A method and a device are provided for regulating the charge pressure of an internal combustion engine having at least two exhaust gas turbochargers that set a target charge pressure rapidly and without overshooting. A first actuating element is provided with which the charge pressure of a first exhaust gas turbocharger is set, and a second actuating element is provided with which the charge pressure of a second exhaust gas turbocharger is set. Dependent on the exhaust gas back pressure prevailing in the exhaust gas channel at the output of the internal combustion engine, a first controlled variable is determined for the first actuating element, and a second controlled variable is determined for the second actuating element.

Abstract: A regulated two-stage turbocharger system is described, including high-pressure and low-pressure turbocharger units. The low-pressure turbocharger unit includes a twin volute turbine portion. The turbocharger system includes a valve system having valve members that are independently controllable so as to selectively control an exhaust gas flow into the twin volutes of the turbine portion of the low-pressure turbocharger unit. By-pass valve systems are also provided for the twin volute turbine portion of the low-pressure turbocharger unit and the compressor portion of the high-pressure turbocharger unit.

Abstract: The invention relates to a supercharged internal combustion engine having at least two cylinder groups of at least one cylinder each, both cylinder groups being equipped with an exhaust pipe, and the two exhaust pipes being in communication with one another, and having two exhaust gas turbochargers, the turbines of which are connected in parallel, with their compressors connected in series, and having an exhaust gas recirculation line which upstream of one of the two turbines branches off from the exhaust pipe assigned to this turbine and opens out into the common intake line. An advantage of this invention is that it provides a supercharged internal combustion engine which overcomes the drawbacks which are known from the prior art and can be used to realize high exhaust gas recirculation rates and high boost pressures, in particular simultaneously, in all the load ranges of the internal combustion engine.

Abstract: In an arrangement and method for operating an internal combustion engine with at least two intake pipe tracts connected each to one group of cylinders, with each of the intake pipe tracts including at least one independently adjustable throttle element for controlling the intake air pressures in the respective intake pipe tract, at least one pressure equalizing means is provided for equalizing the intake pipe pressures in at least one operating mode under the control of a control unit which actuates the throttle element and the pressure equalizing means depending on the engine operating state.

Abstract: A crankcase lower part for a supercharged internal combustion engine, wherein the crankcase lower part extends about a space below the crankshaft. The crankshaft lower part comprises an intercooler, which is cooled by coolant, and/or a charge air intermediate cooler, which is cooled by a coolant. The intercooler and/or the charge air intermediate cooler is integrated into the crankcase lower part.

Abstract: In a method of controlling an exhaust gas turbocharger of an internal combustion engine charged by a compressor wherein as guide value for the control an operating point of the compressor is used, the operation of each cylinder bank of the internal combustion engine is controlled by dividing the total air mass flow by the number of cylinder banks and an equal amount of desired air mass flow is assigned to each cylinder bank and if the air mass flow to any of the cylinder banks is smaller than that to the other or others air from the other cylinder bank or banks is supplied to the one cylinder bank via a compensation arrangement so that the air mass flows to all cylinder banks are essentially equal.

Abstract: There is provided a method of controlling an engine system. The engine system comprises an internal combustion engine, a supercharging system having at least one supercharger to boost intake air to the internal combustion engine, a turbine, and a motor. The turbine receives an exhaust gas flow from an exhaust system of the internal combustion engine and is capable of at least partly driving the supercharging system. The motor is capable of at least partly driving the supercharging system.

Abstract: In an internal combustion engine with a first and a second exhaust gas turbocharger, which are installed in a common carrier housing, two exhaust gas turbochargers are arranged so that the two charger axes are at an angle to each other which is in the range of 55-100° and lie in the same plane. As a result, the two exhaust gas streams can be brought together with low turbulence even though the manifold is short, and a more compact set of external dimensions can be obtained for the internal combustion engine.

Abstract: A controller (70) controls the boost pressure of an internal combustion engine (60) comprising two intake/exhaust units, each intake/exhaust unit comprising a turbocharger (10) which supercharges intake air in an intake passage (20) using exhaust energy in an exhaust passage (30), and an exhaust gas recirculating device (40, 41) which recirculates a part of the exhaust gas in the exhaust passage to the intake passage. The controller (70) calculates an opening difference between valves in the two units (S121), and controls a regulating device (13) in each of the two units on the basis of this opening difference (S123-S125). As a result, the boost pressures of the turbochargers (10) match, and hence an equal amount of NOx can be discharged from each exhaust passage (30), and the NOx can be purified favorably by a catalyst.

Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.

Abstract: A method and apparatus for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber. The method and apparatus includes delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall, delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined combustion duration, and delivering a diluent into the combustion chamber sufficient to change the first predetermined combustion duration to a second predetermined combustion duration different from the first predetermined combustion duration.

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176), to supply constant target boost to the intake (IM) over the entire rev range of the engine (E).

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176). An alternative air system (306) is also disclosed, in use with a pneumatic conveyor (300), that phases between normal series operation and parallel, clog-displacing operation.

Abstract: A method for operating an internal combustion engine having at least two exhaust-gas turbochargers, which allows the synchronous operation of the two exhaust-gas turbochargers to be reliably set (adjusted). For each of the at least two exhaust-gas turbochargers, an actuator for controlling the boost pressure produced by the compressors of the at least two exhaust-gas turbochargers is controlled by a separate control signal. At least one of the control signals is corrected in an open-loop-controlled manner for the purpose of synchronizing the at least two exhaust-gas turbochargers.

Abstract: A detecting device detects boost condition of each of a plurality of superchargers. The detecting device includes at least two of a pressure ratio detecting unit, which detects the ratio of the pressure downstream each supercharger to the pressure upstream each supercharger; an air flow rate detecting unit, which detects the flow rate of air passing through each supercharger; and a rotational speed detecting unit, which detects the rotational speed of each supercharger. When it is determined that the boost condition of only part of the superchargers is within the surging area, a control unit increases the air flow rate of the supercharger, the boost condition of which is determined to be in the surging area. Therefore, the limitation of the flow rate of air supply is raised.

Abstract: An engine/electric generator system includes an internal combustion engine, a primary electric generator driven by an output shaft of the engine and providing electrical power. A turbocharger has a first turbine driven by exhaust gasses from the engine and a compressor driven by the first turbine and provides inlet air to the engine. The system also includes a secondary turbine, and an exhaust line which communicates exhaust gas from the first turbine to an input of the secondary turbine. A secondary electric generator is driven by the secondary turbine. An electric power combining circuit combines electric power from the primary electric generator and the secondary electric generator, and delivers combined electric power to a transmission line.

Abstract: In an internal combustion engine having a plurality of cylinders, some of which can be deactivated during operation of the engine, the cylinders which can be deactivated during operation are configured specifically for high load engine operation and have a lower compression ratio ? than the rest of the cylinders, which are configured specifically for low load engine operation.

Abstract: A valve (50) selectively shunts exhaust gas around a stage (20T) of a turbocharger turbine (20) under control of a control system that selectively renders an EGR system (38) active and inactive and that develops a value for a set-point of operation for the valve. The control system comprises a first map set (60, 142) containing data that the control system uses to the exclusion of data in a second map set (80, 148) to develop the set-point value when the EGR system is active. When the EGR system is inactive, the control system uses the data in the second map set to the exclusion of the data in the first map set to develop the set-point value.

Abstract: A first compressor (1a) which supercharges intake air is provided in the intake passage (6, 20, 21) of an internal combustion engine (12). The first compressor (1a) is driven by the exhaust gas energy of the engine (12). A second compressor (2a) driven by an electric motor (2b), and a bypass valve (3) which bypasses the second compressor (2a), are provided in the intake passage (7, 20, 21) between the first compressor (1a) and the engine (12). The bypass valve (3) shifts from the open state to the closed state according to the operation of the second compressor (2a). At this time, the bypass valve (3) starts closing at some time after startup of the second compressor (2a) so that the intake air amount of the engine (12) is not deficient.

Abstract: The invention is directed to a method and an arrangement for controlling the charging pressure of an exhaust-gas turbocharger (1) wherein a charging pressure actual value (pvdkds) is tracked to a charging pressure desired value (plsoll). The charging pressure of the exhaust-gas turbocharger (1) is controlled in dependence upon a characteristic variable of an electric auxiliary charger (5). The electric auxiliary charger (5) coacts with the exhaust-gas turbocharger (1) for compressing the inducted air. In this way, an unnecessary opening of a bypass valve of the exhaust-gas turbocharger (1) is avoided.

Abstract: A charged internal combustion engine (1) having at least one stage of charging by a turbocharger (3), in which at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, and in which the supplemental compressor (4) has a drive independent from the working medium cycle of the internal combustion engine.

Abstract: A charged internal combustion engine (1) having at least one stage of charging by a turbocharger (3), in which at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, in which the supplemental compressor (4) has a drive independent form the working medium cycle of the internal combustion engine.

Abstract: A vehicle system controls a compression ignition internal combustion engine equipped with a supercharger system including a plurality of superchargers. The compression ignition internal combustion engine has an exhaust gas recirculation (EGR) system. The vehicle system determines a desired intake manifold supercharging state (tQac) and a desired EGR rate (Megr). The vehicle system includes control logics, each having a first input parameter and a second input parameter, for determining desired set points (Rvnt1 & Rvnt2) for the plurality of superchargers, respectively. The desired set points are used to control the plurality of superchargers, respectively. The vehicle system also includes control logic for determining the first input parameters in response to the desired intake manifold supercharging state. The vehicle system further includes control logic for determining the second input parameters in response to the desired EGR rate.

Abstract: A charged internal combustion engine (1) having at least one stage of charging by a turbocharger (3), in which at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, and in which the supplemental compressor (4) has a drive independent from the working medium cycle of the internal combustion engine.

Abstract: A compressor includes first-stage and second-stage impellers arranged back-to-back such that fluid is discharged from the first-stage impeller into a generally annular interstage duct that conducts the fluid into the second-stage impeller and the fluid discharged from the second-stage impeller enters into a volute that is arranged generally concentrically within the interstage duct. A discharge duct from the volute passes through the interstage duct at one circumferential location. An array of non-axisymmetric deswirl vanes is arranged upstream of the second-stage impeller. One of the vanes is thick and envelops the discharge duct. The remaining vanes are thinner and are differently configured about the circumference of the vane array to account for the flowfield effects of the thick vane.

Abstract: An internal combustion engine using variable compression ratio and variable fuel supply to one of two combustion chambers is presented. Varying the compression ratio is accomplished by changing the volume of a single combustion chamber. This, in combination with lean burning, results in a highly efficient prime mover particularly at the low torque outputs needed in passenger car applications. The relationship of compression ratio and fuel feed is varied with engine speed. Burning occurs in two stages, and this results in a clean exhaust. The invention allows very efficient throttling of two-cycle engines to be realized. A concept for supplying air to a two-cycle engine at very good efficiencies is also presented. The combination of these techniques can result in an engine for automotive use that is half the weight of conventional units with a thermal efficiency of 40% or more at average engine output.

Abstract: A turbocharger device for an internal combustion engine including two exhaust gas turbochargers, wherein a regulating device for adjustment of the supply of exhaust gas to one of the turbines or to both turbines is provided in the flow stream of the exhaust gas. A common exhaust gas inflow channel for both turbines is preferably provided on the turbine housing of one of the exhaust gas turbochargers, with two exhaust channel segments for supplying exhaust gas to the respective turbines branching off from the exhaust gas inflow channel. The regulating device is provided where the exhaust gas channel segments branch from the exhaust gas inflow channel on the turbine housing.

Abstract: A control apparatus for an internal combustion engine in accordance with the invention includes a supercharger, a bypass passage, a flow amount adjustment device, an operational state detection portion, and a driving time determination portion. The supercharger is connected to an intake passage of an internal combustion engine and is driven by a motor. The bypass passage is provided for the intake passage in such a manner as to bypass the supercharger. By being driven electrically, the flow amount adjustment device can arbitrarily adjust a flow amount of air flowing through the bypass passage. The operational state detection portion detects an operational state of the internal combustion engine. The driving time determination portion determines a time at which the flow rate adjustment device is driven based on a result of detection performed by the operational state detection portion.

Abstract: An air induction system (10) for use with an internal combustion engine (E) including an intake is disclosed. The system (10) includes a supercharger (12) and a valve assembly. The valve assembly comprises a valve (14) and a valve control mechanism (16). The supercharger (12) receives air through a supply opening (18), pressurizes it, and discharges it through an exhaust opening (20). The valve (14) is in communication with the supply opening (18) to control air supply thereto. The control mechanism (16) is coupled to the valve (14) and causes it to vary the air supply to the opening (18) in response to air pressure conditions downstream from the supercharger (12). In one embodiment, the control mechanism (16) varies the air supply responsive to air pressure in the intake in order to both throttle the supercharger (12) as well as substantially eliminate undesirable surge conditions therein.

Abstract: The present invention relates to a crank case ventilation system for an internal combustion engine that has a two-stage air charge boosting system. An air inlet system supplies the engine with air that may be pressurised by an upstream supercharger and a downstream turbocharger in series. A crank case evacuation system draws crank case gasses from a crank case and introduces said gasses into the air inlet system, through either a first conduit or a second conduit, depending on the setting of a pressure-regulated control valve. The first conduit is used to introduce said gasses upstream of the first boost stage when this stage is operational, and when the first boost stage is not operational, the second conduit is used to introduce said gasses downstream of the first boost stage and upstream of the second boost stage.

Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.

Abstract: An engine control system in a vehicle including a variable displacement internal combustion engine, an intake manifold coupled to the variable displacement internal combustion engine, a first turbocharger supplying air to the intake manifold, a first waste gate regulating the boost of the turbocharger, and a controller for controlling the displacement of the variable displacement internal combustion engine.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: Combustion air for use in an engine is normally compressed by a compressor which adds heat during the process of increasing the density of the combustion air. To decrease the heat content of the combustion air, an aftercooler is used. When compressing combustion air to a higher density, the combustion air is compressed by a first compressor section to a first preestablished pressure and temperature and by a second compressor section to a second preestablished pressure and temperature. To decrease the heat content of the highly compressed dense combustion air, a first aftercooler having an air to liquid configuration is used and a second aftercooler having an air to air configuration is used.