Abstract: A method of detecting uncontrolled combustion in an internal combustion engine includes sampling in-cylinder pressure sensor configured to measure pressure in a cylinder of the engine and generate a pressure signal, calculating a combustion intensity metric based on the pressure signal, determining a parameter describing how close the engine is to an uncontrolled combustion condition based on the combustion intensity metric, and controlling a substitution rate of a first fuel and a second fuel based on one or more of the parameter and the combustion intensity metric.

Abstract: A gas engine drive system includes: a gas engine including combustion chamber; a turbocharger including a compressor and turbine; a fuel injection system that injects fuel gas into intake air that is supplied from compressor to combustion chamber via an intake passage; a pressure detector detecting a charge air pressure; a temperature detector detecting the intake air's temperature; and controller controlling the fuel injection system. The controller: when required output decreases, determines the charge air pressure's lean limit based on target injection amount corresponding to required output that has decreased; if the charge air pressure is lower than or equal to the lean limit, decreases fuel injection amount to target injection amount; if the charge air pressure is higher than lean limit, brings fuel injection amount to zero. When the charge air pressure becomes lower than or equal to the lean limit, increases fuel injection amount to target injection amount.

Abstract: An internal combustion engine includes: a turbocharger including a compressor and an exhaust turbine; a wastegate valve for allowing a part of exhaust gas to bypass the exhaust turbine and flow into a downstream side of the exhaust turbine, wherein the exhaust gas is to be brought into the exhaust turbine; and an exhaust adjustment mechanism for adjusting a quantity of the exhaust gas. A control method includes operating a first one of the wastegate valve and the exhaust adjustment mechanism with higher priority to a second one of the wastegate valve and the exhaust adjustment mechanism in response to a condition where an intake air quantity is to be varied along with a variation in engine load or air fuel ratio, wherein operation of the first one allows thermal energy to be recovered more efficiently under the condition than that of the second one.

Abstract: The present disclosure includes a system for improving the perceived ease of operation in a work vehicle with an internal combustion engine. According to an aspect of the present disclosure, the system comprises a torque converter coupled at one end to the internal combustion engine and is coupled to a transmission at an opposite end via at least a transmission input shaft. The system also comprises at least two governors coupled to the internal combustion engine, wherein the governors are configured to adjust an operating parameter of the internal combustion engine. In addition, the system comprises a vehicle control unit communicatively coupled to the governors wherein the vehicle control unit is configured to receive a first and a second speed signal. This vehicle control unit commands the engine control unit to enable to at least one of the governors when a ratio of the first speed signal to the second speed signal exceeds a first predetermined threshold.

Abstract: A dual-fuel tank houses one or more compressed natural gas (CNG) vessels and one or more diesel fuel vessels. The diesel fuel vessels are generally disposed laterally outwardly from the CNG vessels to provide a buffer that protects the CNG vessels from side impacts. The dual-fuel tank may be retrofit onto a diesel locomotive in place of the locomotive's diesel fuel tank to convert the locomotive into a dual-fuel locomotive. The dual-fuel tank may be provided in a ship.

Abstract: Disclosed is a controller for a turbocharged engine. The engine includes a supercharger configured to supercharge intake air using an exhaust gas from the engine, and including movable flaps arranged so that a boost pressure generated in an intake passage is adjustable. If a rotational speed of a turbine and compressor that constitute the supercharger has reached a first threshold lower than an endurance limit, an amount of fuel injected to the engine is reduced to a predetermined amount. If the rotational speed has reached a second threshold lower than the first threshold, the amount of fuel injected is reduced in accordance with an excess of the rotational speed over the second threshold.

Abstract: Operating a dual fuel engine system includes firing combustion cylinders on a liquid fuel or both the liquid fuel and a gaseous fuel, and selectively cutting out at least one of the combustion cylinders based on a cylinder pressure parameter. A subset of those combustion cylinders remaining active after cylinder cutout is fired at a gas-to-liquid substitution ratio based on a user-settable combustion optimization term. The optimization term can include an efficiency term, an emissions term, and/or a fuel cost term, each of which has a finite range of values including a diesel equivalency value.

Abstract: Systems and methods for determining the presence or absence of deposits that may accumulate within a compressor recirculation valve positioned in parallel with a turbocharger compressor are presented. The systems and methods adjust actuators to maintain engine operation such that it may be more difficult for a driver to become aware that a compressor recirculation valve diagnostic is being executed.

Abstract: Systems and methods for determining the presence or absence of deposits that may accumulate within a compressor recirculation valve positioned in parallel with a turbocharger compressor are presented. The systems and methods adjust actuators to maintain engine operation such that it may be more difficult for a driver to become aware that a compressor recirculation valve diagnostic is being executed.

Abstract: Methods are provided for controlling an engine. One method may include adjusting airflow to a turbocharger arrangement with a turbine bypass valve bypassing a first turbine from a high-pressure turbocharger and a wastegate bypassing a second turbine from a low-pressure turbocharger; responsive to valve degradation, setting the turbine bypass valve fully open and the wastegate fully closed; and limiting engine torque based on a flow through a compressor of the low pressure turbocharger. In the event of valve degradation, limiting torque may reduce overspeed and surge of the low pressure turbocharger.

Abstract: A casing treatment 4 including a recirculation passage 41 and a mixing piping 6 are provided. The recirculation passage 41 has a first recirculation opening 42 and a second recirculation opening 43 that are in communication with each other, the first recirculation opening 42 being formed inside a compressor housing 11 of an exhaust gas turbocharger and opening to an air passage 15 upstream of a compressor impeller 3, the second recirculation opening 43 being formed at the outer circumferential section of the compressor impeller 3. The mixing pipe 6 opens to the recirculation passage 41 and has a return opening 14 for introducing EGR gas and blow-by gas to the recirculation passage 41.

Abstract: A control apparatus for an internal combustion engine includes a first exhaust passage through which an exhaust gas of a first cylinder group flows, a second exhaust passage through which an exhaust gas of a second cylinder group flows, a third exhaust passage formed by merging of the first exhaust passage and the second exhaust passage, a centrifugal supercharger equipped with a turbine arranged in the third exhaust passage, an exhaust gas purification device arranged in the third exhaust passage at a location downstream of the turbine of the centrifugal supercharger, a bypass passage branching from the first exhaust passage, and merging into the third exhaust passage at a location upstream of the exhaust gas purification device, and a waste gate valve for switching opening and closing of the bypass passage, wherein when inter-cylinder-group imbalance processing is carried out, the bypass passage is made to open.

Abstract: A method and system of cleaning a turbocharger bypass control valve, the control valve being operable to vary the position of a bypass valve and thereby vary the amount of flow bypass across a turbine and/or compressor of a turbocharger for an engine. The method comprises: determining whether the control valve may require cleaning; adjusting the duty cycle of the shuttle so as to increase a flow of fluid through the control valve and clean the control valve; and adjusting a throttle position of the engine and thus the engine torque output to compensate for the adjustment in the amount of boost provided by the turbocharger.

Abstract: Engine includes an air induction sub-system for delivery of air to each cylinder. A lowpressure fuel injector injects a low reactivity fuel into the sub-system. An exhaust gas recirculation line connects exhaust gas purged from the cylinders back to the sub-system. An exhaust gas cooler cools recirculated gas in the exhaust gas recirculation line. The quantity of exhaust gas recirculated is controlled and the recirculated gas provides dilution and temperature control of the charge to suppress auto-ignition of the charge in the cylinder. A high pressure fuel injector injects a high reactivity fuel in the compression stroke for auto ignition and to initiate combustion of the charge. A variable valve actuator controls compression ratio and cylinder peak temperature. Boost is provided in air induction sub-system to assure combustion to stoichiometric levels.

Abstract: A control device of the invention is applied to an engine including a supercharger and a mechanism to allow area of an opening of a passage space to be variable, which space is to pass through exhaust gas guided to the supercharger. The control device changes the above area and a fuel supply amount to a combustion chamber based on a first degree of change in torque and a second degree of change in torque. The first degree is due to a change in an intake air amount to the combustion chamber to be occurred along with the change in the above area, and the second degree is due to a change in pressure of the exhaust gas to be occurred along with the change in the above area.

Abstract: A method of sensing a reduction in fuel screen area in a fuel system. The method includes detecting an engine shutdown, initiating an electronic engine control (EEC) built in test, shifting a metering valve from a first position to a second position, determining a travel time of the metering valve, and sensing a reduction in fuel screen area based on the travel time of the metering valve.

Abstract: A connecting device, comprising: a linearly driving drive member; an actuating member driven in a rotating manner by an internal combustion engine charging device with at least one pivot arm connected to the actuating member in a fixed manner, wherein the actuating member transmits rotational moments about a pivot axis, with a slide element connected to the driving member in a fixed manner, and wherein the driving member transmits linear forces oriented obliquely to the pivot axis, with at least one bearing arrangement, which moveably couples the slide element to the pivot arm such that the slide element is displaceably mounted along a displacement axis running parallel to the pivot axis and rotatably mounted about the displacement axis and about a rotary axis running perpendicularly to the displacement axis.

Abstract: A method controls a supercharged internal-combustion engine and comprises steps of: establishing predetermined lower-limit and higher-limit speeds (PLLS, PHLS) of a turbocharger; calculating a reduced lower-limit speed (RLLS) according to the PLLS and an absolute temperature upstream of a compressor; calculating a reduced higher-limit speed (RHLS), according to the PHLS and temperature, higher than the RLLS; determining an “over-speed” interval (OSI) between the RRLS and RHLS; calculating a current reduced-limit speed (CRLS); controlling the turbocharger to bring the CRLS back to no greater than the RLLS every time the CRLS is detected and within the OSI; establishing in a preliminary adjustment and set-up phase a threshold value; and controlling the turbocharger to bring the CRLS back to no greater than the RLLS after a time interval, which is equal to the threshold value, has elapsed from a moment in which the CRLS is detected and within the OSI.

Abstract: Various methods and systems are provided for lowering exhaust gas temperature. In one embodiment, a method comprises increasing an air-to-fuel ratio of an engine in response to an exhaust gas temperature exceeding a threshold temperature value to lower the exhaust gas temperature to a temperature below the threshold temperature value.

Abstract: Methods and systems are provided for reducing turbo lag in a boosted engine. A boost reservoir coupled to the engine may be charged with compressed intake air and/or combusted exhaust gas. The pressurized charge may then be discharged during a tip-in to either the intake or the exhaust manifold.

Abstract: A method for operating an engine in response to a waste gate position is presented. In one example, the method adjusts an actuator to reduce the possibility of misfire in an engine cylinder in response to waste gate position. In this way, it may be possible to adjust engine operation for varying engine operating conditions.

Abstract: An object of this invention is to accurately determine deterioration of a catalyst and enhance reliability in an internal combustion engine with a turbo also. An engine 10 includes an exhaust purification catalyst 26, a turbo-supercharger 36, a bypass passage 38, and a waste gate valve 40. An ECU 60 alternatively changes a target air-fuel ratio At to a rich side and a lean side by active air-fuel ratio control, and changes an actual air-fuel ratio Ar in accompaniment therewith. The ECU 60 measures an oxygen storage capacity OSC of the exhaust purification catalyst 26 based on an oscillation period of the target air-fuel ratio At and the target air-fuel ratio At while executing the active air-fuel ratio control, and executes a deterioration determination with respect to the exhaust purification catalyst 26 based on the measurement value.

Abstract: A control apparatus for an internal combustion engine is provided that is capable of calculating a high-accuracy turbine rotational speed. A turbo supercharger which includes, in an exhaust passage, a turbine that is operated by exhaust energy of the internal combustion engine. A turbine rotational speed model which calculates a turbine rotational speed. The turbine rotational speed is corrected by an exhaust energy correction part equipped with the turbine rotational speed model.

Abstract: A supercharged engine has a geometric compression ratio ser to 16 or more and is designed to perform a compression self-ignition combustion under an air-fuel ratio leaner than a stoichiometric air-fuel ratio at least in a low engine speed range. On a lower engine load side than a given engine load within an engine operating region at which the compression self-ignition combustion is performed, a fresh air amount is reduced and an effective compression ratio (??) is increased, as compared with a higher engine load side than the given engine load within the engine operating region, and, on the higher engine load side than the given engine load, a supercharging pressure based on a supercharger (25) is increased to increase the fresh air amount, and the effective compression ratio (??) is reduced, as compared with the lower engine load side than the given engine load.

Abstract: A device for controlling the exhaust-gas turbocharging of an internal combustion engine having an exhaust-gas turbocharging device, has an estimated value unit for determining a mass flow through a turbine system, a regulating unit for determining a regulating exhaust-gas back pressure as a function of a nominal charge pressure and an actual charge pressure, and also a unit for generating at least one actuating signal for at least one actuator of the turbine system as a function of the regulating exhaust-gas back pressure and of the mass flow through the turbine system, wherein the estimated value unit has a turbine system model for determining an estimated overall efficiency of the turbine system and a model for determining an estimated overall efficiency of a compressor system having at least two compressors, and wherein the regulating unit is set up to determine the regulating exhaust-gas back pressure using the estimated overall efficiencies

Abstract: An engine 1 includes a variable valve mechanism 18 capable of switching a valve characteristic to a first valve characteristic according to which at least one of an operation of pre-opening an intake valve 14 during an exhaust stroke prior to a valve opening time in an intake stroke and an operation of re-opening an exhaust valve 15 during the intake stroke subsequently to the opening/closing thereof during the exhaust stroke is performed, and to a second valve characteristic according to which neither the pre-opening of the intake valve 14 nor the re-opening of the exhaust valve 15 is performed. In the engine 1, when the valve characteristic is the first valve characteristic, if the presence of a request for switching to the second valve characteristic resulting from an increase in engine load is detected, a pressure reducing operation for reducing the pressure in an exhaust passage 40 of the engine 1 is performed (e.g., a regulate valve 68 is opened).

Abstract: A method of operating a variable geometry turbine (VTG) during transient operations for maximum response by determining the VTG area at the balance condition of the pressure ratio and efficiency curves for the variable geometry turbine to achieve maximum power. The method includes measurements of turbine inlet pressure, turbine outlet pressure, turbine rpm, and other parameters used to measure turbine mass flow.

Abstract: An engine system for a vehicle is provided, comprising an internal combustion engine including an exhaust system; a first turbine including a first wastegate and arranged along a first branch of the exhaust system, a second turbine including a second wastegate and arranged along a second branch of the exhaust system; a first exhaust gas sensor arranged along the first branch of the exhaust system downstream of the first turbine and first wastegate; a second exhaust gas sensor arranged along the second branch of the exhaust system downstream of the second turbine and the second wastegate; and a control system configured to command the first and second wastegates to a closed or open position and to indicate one of said wastegates as unresponsive to said command in response to a temperature difference between the first and second branches indicated by the first and second exhaust gas sensors.

Abstract: Disclosed is a control apparatus for a turbocharged diesel engine. The control apparatus comprises an engine start controller (10) operable, when an engine restart condition associated with a demand for vehicle start is satisfied, to execute a split-injection control to perform a main injection for injecting fuel at a timing around a top dead center of a compression stroke, and a post injection for injecting fuel in an expansion stroke following the main injection, during the engine restart control, and, when an engine restart condition nonassociated with the demand for vehicle start is satisfied, to execute the engine restart control to perform only the main injection without executing the split-injection control. This makes it possible to optimize the engine restart control to be execute in response to satisfaction of the engine restart condition, depending on the presence or absence of the demand for vehicle start.

Abstract: A variable turbocharger including a turbine housing, a first scroll fluidly communicating with a turbine, a second scroll formed along an outside of the first scroll, wherein the first scroll and the second scroll are disposed within the turbine housing for exhaust gas to exhaust through the turbine, a partitioning unit for selectively separating the first scroll and the second scroll, and a flux control valve disposed at the exhaust gas inflow portion and selectively coupled to the partitioning unit for blocking the exhaust gas from flowing into the second scroll. The variable turbocharger may prevent turbo lag at a low speed and be highly efficient at a high speed.

Abstract: A method for responding to an existing or incipient surge condition of a turbocharger coupled to an engine of a motor vehicle is provided. The method comprises receiving a signal responsive to an operating condition of the turbocharger and adjusting one or more operating parameters of the motor vehicle when a power of the signal, integrated over a pre-selected range of non-zero frequencies, exceeds a pre-selected threshold. Other embodiments provide related systems for responding to an existing or incipient surge condition of a turbocharger.

Abstract: A method for controlling fueling of an internal combustion engine is provided. The engine may include an intake manifold, one or more exhaust manifolds and a turbocharger coupled between the intake and exhaust manifolds. The method may comprise estimating an operating condition of the turbocharger, determining a maximum value of an operating parameter as a function of the estimated operating condition of the turbocharger, measuring a value of the operating parameter, determining an error value as a function of the maximum value of the first operating parameter and the measured value of the operating parameter, and limiting fuel supplied to the engine based on the error value.

Abstract: In an exhaust gas turbocharger turbine for an internal combustion engine having a housing including a turbine wheel rotatably supported in the housing, wherein the housing has an exhaust gas flow guide section including an exhaust gas flow control arrangement with a guide vane structure for directing exhaust gas onto the turbine rotor, an adjustment mechanism with an axially movable control slide is provided which is movable by an operating fork which is slidably supported on a guide element and engages the control slide at opposite sides so as to prevent cogging of the movable control slide during movement into, and out of, the exhaust gas flow guide section.

Abstract: A method is provided for operating a stationary internal combustion machine including a compressor device of variable compressor geometry which compresses gas fed to the internal combustion machine, and a throttle device which is connected downstream of the compressor device and with which the amount of compressed gas fed to the internal combustion machine is variable. The internal combustion machine is regulated by way of the actuation of at least two adjusting members, wherein the internal combustion machine is regulated to a—preferably substantially constant—engine regulating value. Upon a deviation in the engine regulating value from a reference value, the amount of gas fed to the internal combustion machine is altered by the actuation of the throttle device as the first adjusting member and by the variation in the geometry of the compressor device as the second adjusting member so that the engine regulating value is re-set to the reference value.

Abstract: An engine system includes a correction factor generation module and a boost pressure correction module. The correction factor generation module generates a correction factor based on a first pressure difference, wherein the first pressure difference corresponds to a difference between an intake manifold absolute pressure (MAP) when an engine is on and a barometric pressure. The boost pressure correction module generates a corrected boost pressure based on the MAP when the engine is on, a second pressure difference, and the correction factor, wherein the second pressure difference corresponds to a difference between the MAP when the engine is off and the barometric pressure.

Abstract: An internal combustion engine with a turbocharger that can favorably prevent an exhaust gas purifying catalyst from being clogged with a manganese oxide contained in an exhaust gas is provided. The internal combustion engine includes a turbocharger that includes a turbine disposed in an exhaust passage, the turbine being operative by exhaust energy of the internal combustion engine; an upstream catalyst, disposed in the exhaust passage at a downstream side of the turbine, for purifying an exhaust gas; an exhaust bypass passage for bypassing the turbine; and a waste gate valve for opening or closing the exhaust bypass passage. The waste gate valve is controlled to be in an open state during performance of a fuel cut of the internal combustion engine.

Abstract: A fluid pressure actuator for a turbocharger system's turbine bypass valve comprises a piston slidable in a cylinder so as to define a chamber containing a compression spring assembly operable to exert a spring force on the piston. The cylinder can be selectively subjected to a vacuum or pressure for exerting a fluid pressure force on the piston in a direction opposite from the spring force. The spring assembly comprises a first spring arranged to be compressed by the piston throughout a first range of motion of the piston in a compression direction, and at least a second spring arranged to be compressed by the piston throughout a second range of motion that is smaller than and co-terminal with the first range of motion but to be uncompressed during an initial part of the first range of motion of the piston in the compression direction.

Abstract: A turbine intake pressure release structure to control pressure release between a throttle and a first turbine boosted pressure outlet includes a pressure release valve which has a first pressure orifice, a second pressure orifice and a housing chamber, at least one controller which has a pressure detection end and a driven portion and a switch duct which has a first end opening, a second end opening and a third end opening. The first end opening is connected to a third turbine boosted pressure outlet. The second end opening leads to the atmosphere. The third end opening is connected to the second pressure orifice. The driven portion runs through the switch duct to close the second end opening through the driven portion drive a membrane to a first position or closes the first end opening through the driven portion to drive the membrane to a second position.

Abstract: A method is provided for operating a turbocharger. The method includes sensing a parameter indicative of a speed of a turbocharger and a parameter indicative of an engine speed. The method also includes determining a first desired engine speed based on the speed of the turbocharger, the engine speed, and a maximum desired speed of the turbocharger. The method further includes regulating a flow of fuel to an engine based on the first desired engine speed.

Abstract: A system and method for delivering EGR to an internal combustion engine is presented. The system can reduce system cost and lower system complexity.

Abstract: A system is described for producing an elevated exhaust temperature and reduced NOx output for an engine. The system includes an internal combustion engine having a common rail fuel system, an exhaust pressure modulation device for the internal combustion engine, and a controller structured to functionally execute operations for elevating the exhaust temperature and reducing the NOx output. The controller determines a desired engine outlet exhaust temperature, an engine speed, and an engine load. In response to the desired engine outlet exhaust gas temperature, the engine speed, and the engine load, the controller determines an exhaust pressure increase command and a fuel injection command including at least one post-injection event. The common rail fuel system is responsive to the fuel injection command, and the exhaust pressure modulation device is responsive to the exhaust pressure increase command.

Abstract: Turbines (21b, 31b) and compressors (21a, 31a), which constitute superchargers (21, 31), are disposed in series on an exhaust gas passage (3) and an air intake passage (2), respectively. The supercharger (31) is equipped with a supercharger rotation sensor (61), which transmits a detection signal obtained according to the rotation of the compressor (31a) to a control device, a bypass passage (4), which bypasses exhaust gas from the upstream side to the downstream side of the turbine (31b), and a bypass valve (34), which regulates the flow rate of exhaust gas flowing through the bypass passage (4). Control device (60) regulates the rotational speed of the compressors (21a, 31a) in a high-efficiency range by producing a control signal based on the detection signal from the supercharger rotation sensor (61), and sending the control signal to the bypass valve (34).

Abstract: A diesel or diesel-like internal combustion engine drivably connected to a variable internal compression ratio supercharger that supplies varying amounts of air to the engine responsive to the load requirements of the engine. The supercharger has a pair of rotors concurrently driven by the engine to move air to the engine. A slide assembly associated with screw rotors is movable with a controller relative to the rotors to bypass air to atmosphere and regulate the amount of air and pressure of the air compressed by the screw rotors to the engine to increase the engine's efficiency.

Abstract: Methods are provided for controlling a turbocharged engine having a throttle and a turbocharger. One example method comprises, moving the throttle during boosted conditions, separating out effects on the throttle inlet pressure into a first portion corresponding to disturbances caused by the movement of the throttle, and a second, remaining, portion. The method further comprises adjusting the turbocharger based on the second portion and not the first portion.

Abstract: A method for controlling fueling of an internal combustion engine is provided. The engine may include an intake manifold, one or more exhaust manifolds and a turbocharger coupled between the intake and exhaust manifolds. The method may comprise estimating an operating condition of the turbocharger, determining a maximum value of an operating parameter as a function of the estimated operating condition of the turbocharger, measuring a value of the operating parameter, determining an error value as a function of the maximum value of the first operating parameter and the measured value of the operating parameter, and limiting fuel supplied to the engine based on the error value.

Abstract: Improved transient response times are obtained while maintaining low emissions with a low pressure EGR system through methods for quickly obtaining a desired oxygen concentration for charge-air to be used for combustion. Under a first method, fuel quantity in the main combustion event is controlled in the combustion process to produce exhaust around a relatively constant target exhaust oxygen concentration value. By keeping the exhaust oxygen concentration levels at a relatively constant value, lag time in waiting for low pressure EGR valve adjustments during transients may be avoided, and the system's air handling response to meet transients may be paced solely by adjusting the mass of air to be supplied (i.e. boost response). Under a second method, a multiple-stage combustion process is utilized, in which fuel feed is controlled in a small, preliminary HCCI-type combustion event in order to produce a target oxygen concentration of charge-air to be used for the second, main combustion event.

Abstract: An exhaust gas recirculation system includes a high-pressure EGR unit; a low-pressure EGR unit; a high-pressure EGR valve; a low-pressure EGR valve; and an EGR control unit that adjusts the opening amount of the high-pressure EGR valve to a required value for achieving the target EGR rate based on the characteristics of the exhaust gas in the low-pressure EGR passage before the operation mode is changed, and that maintains the required value during a period from when the operation mode is changed until when the low-pressure EGR gas is changed to the exhaust gas discharged from the internal combustion engine in the post-change operation mode.

Abstract: A method of operating a stationary internal combustion machine comprising a compressor device of variable compressor geometry which compresses gas fed to the internal combustion machine, and a throttle device which is connected downstream of the compressor device and with which the amount of compressed gas fed to the internal combustion machine is variable, wherein the internal combustion machine is regulated by way of the actuation of at least two adjusting members, wherein the internal combustion machine is regulated to a—preferably substantially constant—engine regulating value, and upon a deviation in the engine regulating value from a reference value the amount of gas fed to the internal combustion machine is altered by the actuation of the throttle device as the first adjusting member and by the variation in the geometry of the compressor device as the second adjusting member so that the engine regulating value is re-set to the reference value.

Abstract: A supercharging device, especially for supercharging internal combustion engines, having a first supercharging device and an additional supercharging device, which each have one compressor part and each have one turbine part, and a supercharging pressure prevails in an intake manifold on the intake side of the internal combustion engine, and an exhaust gas counterpressure prevails in an exhaust gas manifold, on the outlet side of the internal combustion engine. A switching element is provided, in the intake tract of the internal combustion engine, between the compressor part of the first supercharging device and the compressor part of the additional supercharging device, using which, switching over is performed from the series connection of the compressor parts to the parallel connection of the compressor parts and vice versa.

Abstract: A turbocharger control system is disclosed. The control system may have an engine and a fuel system configured to regulate fuel flow into the engine. The control system may further have an air induction system configured to regulate air flow into the engine and a sensor situated to sense a speed value of the air induction system. The controller may also have a controller configured to receive the speed value and regulate fuel flow into the engine as a function of the speed value.