Abstract: A hybrid vehicle powertrain system comprises an internal combustion engine, an exhaust driven turbocharger in fluid communication with the internal combustion engine having a first exhaust gas turbine configured to receive exhaust gas from the internal combustion engine and to rotate a compressor configured to supply compressed air to the internal combustion engine for combustion therein, a second exhaust gas turbine in fluid communication with the first exhaust gas turbine of the exhaust driven turbocharger and configured to receive exhaust gas discharged from the first exhaust gas turbine to rotate a generator that is operably connected to an energy storage device and an electric drive motor configured to receive electrical energy from the energy storage device.

Abstract: An internal combustion engine has at least one combustion chamber and an exhaust gas system arranged on an exhaust gas outlet port. The exhaust gas system includes at least one secondary air injection device for injecting secondary air into the exhaust system between the combustion chamber and an exhaust emission control system arranged in the exhaust gas system. During operation of the internal combustion engine, a residual gas content in the combustion chamber can be changed. The secondary air injection site on the exhaust gas system is arranged so far from the combustion chamber that injected secondary air flows back into the exhaust gas outlet port due to back-flowing exhaust gas in the exhaust gas system but does not flow back into the combustion chamber. This makes it possible to comply with SULEV emission limits even for engines having many combustion chambers and/or exhaust gas turbochargers.

Abstract: A hybrid hydraulic turbocharger system for internal combustion engines. The turbocharger system includes a hydraulic pump motor in mechanical communication with said engine drive shaft. A hybrid turbocharger unit includes an engine exhaust gas turbine driving a compressor, a hydraulic turbine and a hydraulic pump, all mounted on said turbocharger shaft. The hydraulic pump motor functions as a hydraulic pump driven by the drive shaft of the engine to provide additional boost to the turbocharger unit at low engine speeds and functions as a hydraulic motor driven by the turbocharger pump to provide additional torque to the engine drive shaft high engine speeds. Additionally, this system provides for brake energy recovery by storing the energy absorbed during the breaking cycle and releasing it back to the pump motor when required during the subsequent acceleration cycle.

Abstract: A hybrid hydraulic turbocharger system for internal combustion engines. The turbocharger system includes a hydraulic pump motor in mechanical communication with said engine drive shaft. A hybrid turbocharger unit includes an engine exhaust gas turbine driving a compressor, a hydraulic turbine and a hydraulic pump, all mounted on said turbocharger shaft. The hydraulic pump motor functions as a hydraulic pump driven by the drive shaft of the engine to provide additional boost to the turbocharger unit at low engine speeds and functions as a hydraulic motor driven by the turbocharger pump to provide additional torque to the engine drive shaft high engine speeds. Additionally, this system provides for brake energy recovery by storing the energy absorbed during the breaking cycle and releasing it back to the pump motor when required during the subsequent acceleration cycle.

Abstract: A hybrid engine having a gas turbine engine and an internal combustion engine, both engines driving a common drive shaft. The compressor delivers compressed air to the combustor and to an inlet of the internal combustion engine, the compressed air picks up heat from the internal combustion engine either from the combustion process or through a heat exchanger, and is delivered to the combustor. When the gas turbine engine is not operating by burning fuel, the heated compressed air from the internal combustion engine is used to maintain the shaft speed sufficient for starting the gas turbine engine without the need to bring the turbine engine up to speed prior to ignition. The apparatus and process of the present invention provides a hybrid engine that is light weight, fuel efficient, and with enough available power for high powered situations.

Abstract: The invention relates to a method and an arrangement in connection with a piston engine provided with a turbocompressor. In the method, combustion air from the engine is pressurized by the compressor of the turbocompressor, pressurized combustion air is humidified, fuel is combusted in the cylinder of the engine by means of combustion air and the exhaust gases generated during the combustion are conveyed by means of combustion air to the turbine of the turbocompressor. A partial flow is separated from the pressurized combustion air flow, conveyed past the engine and combined with the exhaust gas flow going to the turbine.

Abstract: An engine (1) has an exhaust manifold (12) provided with a communicating portion (25B) of a bypass line (25) from an air-supply side and a branch portion (31A) to an EGR line (31). When an exhaust gas outlet (13) is provided in an intermediary of the exhaust manifold (12) in a longitudinal direction along an engine cylinder line, the communicating portion (25B) of the bypass line (25) and the branch portion (31A) of the EGR line (31) that are provided on the exhaust manifold (12) are provided on both sides in the longitudinal direction sandwiching the exhaust gas outlet (13) and spaced apart from each other so that a part of the exhaust gas is pushed by an air supply fed from the bypass line (25) is pushed to enter the EGR line (31).

Abstract: A method for operating a diesel internal combustion engine having a compressed air source, a diesel particulate filter situated in the exhaust gas system, and a secondary air line and secondary air compressor for introducing secondary air into the exhaust gas system of the internal combustion engine, in which the compressed air source is used to drive the secondary air compressor.

Abstract: Provided is an engine capable of performing post-injection control with a proper fuel injection amount. The engine (1) comprises an engine body (10) equipped with a turbocharger (7), an engine rotational speed sensor (21), an acceleration opening degree sensor (24), a boost sensor (23), a turbo sensor (22), and an ECU (100) for performing post-injection control. The ECU (100) recognizes the rotational speed of the engine, the supercharging pressure, the load on the engine, and the rotational speed of the supercharger, and so performs the post-injection control that the rotational speed of the supercharger becomes equal to the target rotational speed of the supercharger calculated in the ECU (100).

Abstract: A system and method for controlling EGR of an internal combustion engine is presented. The system is capable of controlling EGR over a wide range of flow rates.

Abstract: A fuel supply system of the present invention is characterized by including: a fuel reformer (4) for producing a reformed gas-containing fuel by causing discharge in a raw liquid fuel; and a fuel supply device (8) for supplying the reformed gas-containing fuel or a mixture of the reformed gas-containing fuel and the raw fuel into a combustion chamber of an engine (5).

Abstract: A system of an internal combustion engine which is induced by an air flow amplifier via a turbine and centrifugal compressor, one side of which is mechanically and pneumatically connected to the turbine and the other side with an air intake of the internal combustion engine. The operation of the engine induction system can be enhanced by using an intercooler that supplies a cooled primary flow of compressed air to the air amplifier. The use of the engine induction system without a turbocharger and, hence, without hot exhaust gases, makes it possible to utilize light magnesium alloys for parts of the turbine and compressor and thus to reduce the weight of the system as a whole.

Abstract: A method for operating an internal combustion engine includes compressing intake air using a compressor, supplying the compressed intake air to at least one combustion chamber of the engine, operating the at least one combustion chamber to output exhaust gas, and directing the exhaust gas to an inlet of a turbine configured to drive the compressor. The method also includes directing the exhaust gas from an outlet of the turbine to an exhaust system, bypassing at least a portion of the compressed intake air around the at least one combustion chamber, and adjusting a geometry of the turbine from a first configuration to a second configuration. The turbine is in the second configuration when the at least the portion of the compressed intake air is bypassed around the at least one combustion chamber.

Abstract: An intake controller installed in a diesel engine, wherein the control part of a valve controller fully opens a bypass valve in a bypass passage when it determines that the operating state of the diesel engine is suddenly decelerated from a middle and high speed and middle and high load range. Accordingly, the control part can feed an intake air from the outlet passage side of a compressor to the inlet passage side of an exhaust turbine, and can rapidly lower the rotational speed of an exhaust turbine supercharger (20) which tends to be rotated at a high speed by inertia. As a result, since the operating state not enter a surging area while an operating point is moving, surging can be securely avoided.

Abstract: In a control method for an air supply of an internal combustion engine having a turbocharger, track data are evaluated, future power increase points of the internal combustion engine are detected and initialization of the increased power output of the internal combustion engine is realized.

Abstract: An internal combustion engine includes an exhaust manifold; an intake manifold; and a turbocharger including a turbine in communication with the exhaust manifold, and a compressor in communication with the intake manifold. An electrical generator is coupled with the turbine. A motor receives electrical input power from the generator and provides mechanical output power. A combustor selectively provides additional input power to the motor.

Abstract: As the integral value of power obtained by integrating supply power to the three-phase stator coil of an assist motor with respect to time becomes larger, a motor temperature becomes higher. Then, the integral value of power obtained by integrating supply power to the three-phase stator coil of the assist motor with respect to time is detected and when this detected integral value of power is equal to or larger than a first determination value, supply power to the three-phase stator coil of the assist motor is limited. Then, when this detected integral value of power is equal to or larger than a second determination value, supply power to the three-phase stator coil of the assist motor is stopped.

Abstract: The invention is directed to a method and an arrangement (10) for controlling an electrically operated charger (1), which essentially prevent a sudden drop in voltage with the run-up of the electric charger. A drive signal (AS) is formed, which drives the electric charger (1). The rate of change of speed for an increase of the rpm of the electric charger (1) is pregiven in dependence upon the instantaneous supply voltage (UV).

Abstract: A method of providing extra air to the exhaust stream of an internal combustion engine. A small flow of air is diverted from the output of an air-charging device, such as a turbocharger, to an entry point upstream of an emission control device. The air is supplied in a controllable fashion so as to improve the efficiency of the emission control device.

Abstract: A combustion engine method and system provides increased fuel efficiency and reduces polluting exhaust emissions by burning fuel in a two-stage combustion system. Fuel is combusted in a piston engine in a first stage producing piston engine exhaust gases. Fuel contained in the piston engine exhaust gases is combusted in a second stage turbine engine. Turbine engine exhaust gases are used to supercharge the piston engine.

Abstract: A bypass conduit (23) connects an outlet passage of a compressor (21) of an exhaust gas turbocharger (20) and an inlet passage of an exhaust turbine (22), and a bypass valve (24) is provided therein. When the operating condition of a diesel engine (1) is found to be in a low-speed and high-load region, the bypass valve (24) is controlled by means of a valve controller to adjust the bypass conduit (23) so as to open it. Then, the charge air partly flows into an exhaust conduit (4) to increase the rotational speed of the exhaust turbine (22) and hence the charge air flow rate raises the output of the diesel engine (1). Additionally, as the charge air flow rate is increased, the operating condition of a compressor (21) is prevented from approaching the surging range.

Abstract: In the disclosed secondary air supply system, an on-off valve (13) is driven by the discharge pressure of an air pump (12). A diaphragm chamber (44) is arranged in the neighborhood of a discharge outlet (54), and a part of the discharge air flows directly into the diaphragm chamber (44). Thus, the on-off valve (13) is positively operated even at high places with low atmospheric pressure and has a fast open/close response. As an electromagnetic actuator is not used to drive the on-off valve (13), the voltage supplied to the air pump (12) (DC motor (29)) does not drop inconveniently, and at the same time, the cost is reduced. Further, the number of the lead wires (65) is reduced.

Abstract: A system for a turbocharged internal combustion engine includes an engine having a charge inlet connected to the compressor outlet and an exhaust outlet connected to the turbine inlet for driving the turbocharger with hot exhaust gas and supplying compressed air to the engine for combustion. A bypass duct connects the compressor outlet to the turbine inlet for diverting a portion of the compressed air around the engine to the turbine inlet or exhaust. A control device selectively controls the diversion of air. An operating method for the system involves controlling peak cylinder firing pressure and/or maximum turbine inlet temperature, optionally with exhaust NOx and smoke in order to limit these variables to acceptable limits with a minimum of operational limitations.

Abstract: A system and device for providing secondary combustion for regeneration of catalyst in a catalytic converter (24) and/or for regeneration of a particulate trap (21) is provided. The secondary combustion takes place in the exducer chamber (13) of a turbine of a turbocharger (2), and generates heat for bringing a catalyst up to peak oxidation or reduction temperature, for regeneration of a catalyst, and incineration of particulates in a trap. The system takes advantage of heat and turbulence in the exducer chamber for promoting fuel/air mixture and for simplifying the amount of parts needed to incorporate a secondary combustion means into a turbocharger equipped primary combustion system (1).

Abstract: A method and an apparatus for determining the performance of a secondary air charging system for an internal combustion engine in order to determine the amount of secondary air supplied in the secondary air charging system. This is achieved by measuring the heat generated by the compression of the secondary air with temperature sensors. Insofar as the secondary air charging system is powered by a turbine arranged in parallel with the throttle valve in the intake tract, the measured temperature value for the compressor can be compared with a reduction in temperature of the intake air behind the turbine. Reliable information concerning the amount of secondary air supplied can be determined by simple sensors, thereby obviating the need for an air-mass sensor which is expensive to produce and sensitive to contamination.

Abstract: A system and method are provided to control a turbocharger by fluidic control of engine exhaust by steering the same. The system and method include fluidic control of engine exhaust flow directed toward an expander section of the turbocharger, wherein one of position or velocity is effectively varied by a small stream of a fluid in fluid communication with the exhaust gas flow thereby varying the drive of a compressor section of the turbocharger.

Abstract: Vehicle powered by a combustion engine having an exhaust pipe, a turbine housing connected to the exhaust pipe which exhibits an inlet opening, an outlet opening, a chamber located between the inlet opening and outlet opening in which a turbine wheel is rotatably arranged on a rotational shaft which is mounted in bearings in the housing and extends through a through-hole in the chamber. An injector is provided for injecting urea while the combustion engine is in a predetermined operating conditions into exhaust gases generated by the combustion engine.

Abstract: A supercharger injects air into the engine exhaust manifold of an engine to dramatically improve turbocharger boost at low engine speeds, while cooling the gases in the exhaust manifold to reduce NOx formation. The injected air additionally reduces other exhaust emissions through secondary combustion, allowing the air/fuel ratio to be controlled closer to the stoichiometric ratio for improved thermodynamic efficiency. The engine is particularly well suited to high torque, low speed applications, such as a vehicle hydrostatic drive in which the engine is connected to drive a variable capacity hydrostatic pump at a low and substantially constant speed.

Abstract: An exhaust-gas turbocharger for an internal combustion engine includes an exhaust-gas turbine in the exhaust section and a compressor in the intake tract. The compressor includes a compressor impeller in an inflow passage in the compressor housing. Furthermore, there is an auxiliary-air feed device, which is assigned to the compressor region and has an auxiliary-air passage, in the compressor housing for supplying auxiliary air, which can be introduced via an injection opening in the wall of the inflow passage of the compressor into the flow-facing region of the compressor impeller.

Abstract: In the disclosed secondary air supply system, an on-off valve (13) is driven by the discharge pressure of an air pump (12). A diaphragm chamber (44) is arranged in the neighborhood of a discharge outlet (54), and a part of the discharge air flows directly into the diaphragm chamber (44). Thus, the on-off valve (13) is positively operated even at high places with low atmospheric pressure and has a fast open/close response. As an electromagnetic actuator is not used to drive the on-off valve (13), the voltage supplied to the air pump (12) (DC motor (29)) does not drop inconveniently, and at the same time, the cost is reduced. Further, the number of the lead wires (65) is reduced.

Abstract: A valve system for an engine is provided. The valve system includes a cylinder head that defines an intake passageway, an exhaust passageway, and an auxiliary passageway. The auxiliary passageway includes a first connection with the intake passageway and a second connection with the exhaust passageway. A control valve is disposed in the auxiliary passageway. The control valve is moveable between a first position where the control valve blocks the first connection between the auxiliary passageway and the intake passageway and a second position where control valve blocks the second connection between the auxiliary passageway and the exhaust passageway.

Abstract: A method and an arrangement serve to operate an internal combustion engine equipped with an exhaust-gas turbocharger. An after-injection takes place with the overlapment of the opening angle of the inlet and outlet valves of a cylinder. The after-injection leads to an air/fuel mixture in the exhaust-gas system which is combustible. This mixture is combusted by driving an additional ignition device in the exhaust-gas system.

Abstract: A combustion engine method and system provides increased fuel efficiency and reduces polluting exhaust emissions by burning fuel in a two-stage combustion system. Fuel is combusted in a piston engine in a first stage producing piston engine exhaust gases. Fuel contained in the piston engine exhaust gases is combusted in a second stage turbine engine. Turbine engine exhaust gases are used to supercharge the piston engine.

Abstract: Device (1) for the recovery of thermal energy from a first gas flow (11) from an internal combustion engine (10), the device being designed for the transfer of thermal energy from the first gas flow (11) to a second gas flow (12). The device includes a body (2) having a zigzag-shaped structure, which forms ducts for said gas flows, and the body (2) is designed for the transfer of heat between the first gas flow (11) and the second gas flow (12).

Abstract: In a two-stage concept for supercharging of internal combustion engines, in which the first stage is performed by an exhaust-gas turbocharger and the second stage by an electrically driven compressor, the compressor is also used to provide the secondary air used for the heating of a catalytic converter. In this manner, the catalytic converter quickly reaches an efficient operating temperature.

Abstract: An arrangement for feeding air in a supercharged piston engine includes at least a supercharging device arranged for feeding air to more than one cylinder, an air chamber in connection with the supercharging device, and a channel arrangement leading from the air chamber to each cylinder of the piston engine. A resonator system is in connection with the air chamber for attenuating the pressure pulsation in the air chamber. In a method of operating the supercharged piston engine, combustion air is fed by means of the supercharging device at a pressure higher than ambient pressure into the air chamber, air is led from the air chamber to the cylinders through the channel arrangements, and a pressure pulsation is formed in the air chamber, which pulsation is half-wavelength shifted from the pulsation in the air chamber, appearing at frequencies at or below the third harmonic of the rotational speed of the engine.

Abstract: A turbocharger for an internal combustion engine, particularly suitable for use in a work machine, is provided with a turbine having a low pressure region of minimum static pressure. A compressor has a high pressure region of maximum dynamic pressure. A conduit fluidly interconnects the high pressure region with the low pressure region. A valve is associated with the conduit for opening and closing the conduit. Compressed air or a fuel/air mixture may be bled from the compressor to the turbine over a wider arrange of operating conditions, even at low load operating conditions.

Abstract: A turbocharged internal combustion engine assembly with exhaust gas recirculation (EGR) includes an air compressor driven by an exhaust turbine, an EGR line that diverts exhaust gases from an exhaust line leading from the engine to an air intake line leading to the engine from the compressor, and a combustion bypass line that conveys compressed air from the compressor to the exhaust turbine without combustion. A pressure adjusting feature disposed along at least one of the air intake line and the exhaust line maintains the pressure at the turbine inlet below the pressure at the compressor outlet and above the pressure at the air inlet of the engine. Examples of suitable pressure adjusting features include a venturi placed in the air intake line at the second point, a power turbine located along the exhaust line downstream of the exhaust turbine, a split exhaust manifold feeding unequal turbine inlets, and an orifice located along the exhaust line between the EGR line and the bypass line.

Abstract: An apparatus and method for diagnosing mechanical problems in turbocharged engines. In its preferred embodiment, the apparatus consists of a boot that is coupled to a turbocharge system—preferably at the air inlet thereof. The apparatus further includes a source of air pressure that may be delivered to the turbocharge system, a first pressure gauge to measure the pressure of the air that is being delivered, and a second pressure gauge to measure the pressure of the air within the turbocharge system. Under pressure, and with the engine off, the turbocharge system can be inspected for leaks. In addition, under pressure, the operation of turbocharge system components—such as the wastegate valve/diaphragm and the boost sensor—can also be inspected.

Abstract: A method for forming a water/fuel mixture includes heating a water stream to a temperature of at least about 260° C. (500° F.) and a pressure of at least about 150 psig (10.2 atmospheres gauge) and combining it with a fuel stream, optionally heated to a temperature less than about less than about 177° C. (350° F.). Preferably, the energy for heating the water stream and optionally the fuel stream or, for further heating the water/fuel mixture is recovered from a hot stream generated in a turbine system or diesel engine system. A combustion system suitable for forming the water/fuel mixture includes a combustor, means for heating a stream of water, means for combining the stream of heated water with a fuel stream having a temperature less than about 177° C. (350° F.), to form the mixture and means for directing the mixture to the combustor. Preferably, the combustion system includes a turbine system or a diesel engine.

Abstract: An air compressor for charging an internal combustion engine includes a compressor for blowing compressed air into the intake manifold of the engine and a gas powered turbine for driving the compressor. In a first embodiment, the exhaust from a small gas powered turbine is coupled to the driving turbine of a standard turbocharger. In a second embodiment, the drive shaft of a small gas powered turbine is coupled to the drive shaft of a standard supercharger. In a third embodiment, a compressor turbine having an air intake, a compressed air outlet, and a bleed air outlet is coupled to a small gas powered turbine such that the bleed air outlet supplies the combustor intake of the gas turbine. The gas powered turbine drives the compressor and receives compressed air from the compressor via the bleed outlet. The system provides a constant boost, does not use engine horsepower, is easy to install, and does not need to be coupled to a rotating shaft or the exhaust system of the engine.

Abstract: An air compressor for charging an internal combustion engine includes a compressor for blowing compressed air into the intake manifold of the engine and a fuel powered turbine for driving the compressor. According to a first embodiment, the exhaust from a small gas powered turbine is coupled to the driving turbine of a standard turbocharger. According to a second embodiment, the drive shaft of a small gas powered turbine is coupled to the drive shaft of a standard supercharger. According to a third embodiment, a compressor turbine having an air intake, a compressed air outlet and a bleed air outlet is coupled to a small gas powered turbine such that the bleed air outlet supplies the combustor intake of the gas turbine. The gas powered turbine drives the compressor and receives compressed air from the compressor via the bleed outlet.

Abstract: An electric power generation system is disclosed, which includes a back-up electric power generator driven by a four-cycle internal combustion engine. The engine includes a plurality of reciprocating cylinders each rotatably coupled to a crankshaft, which drives the electric power generator. The engine also includes a compressor along an intake pathway to deliver pressurized air to the cylinders and a turbine along an exhaust pathway to power the compressor when driven by exhaust discharged from the cylinders. The engine is prepared to accept a generator load by increasing boost pressure provided by the compressor. This increase is accomplished by skip-firing the cylinders in a selected pattern, retarding ignition timing for the cylinders, or a combination of these techniques. A unique skip-fueling control pattern is also disclosed.

Abstract: A static mixer in the exhaust emission control system of an excess-air-operated combustion engine is formed of an expanded grid with a plurality of openings formed between crossbars. Using an expanded grid achieves both good mixing of the exhaust gas with a reducing agent in a short mixing path and properly aligns the exhaust flow.

Abstract: A spark ignition internal combustion engine having at least one combustion chamber and an operating cycle with induction, compression, power and exhaust phases, said engine having a forced induction system including an intake air compressor supplying intake air to the engine through an inlet tract comprising at least one throttle, at least one intake port and means to introduce metered quantities of fuel into the inlet tract; wherein the compressor is designed to boost intake air pressure by more than one atmosphere throughout that portion of the operating range of the engine which corresponds to significant opening of the at least one throttle, the at least one throttle and at least one intake port conjointly providing sufficient throttling of the intake air flow over said portion of the operating range such as to provide substantially adiabatic expansion of the air delivered by the compressor through the inlet tract, while causing each combustion chamber to be charged with sufficient air/fuel mixture during

Abstract: An arrangement of an internal combustion engine 7 is provided. In a preferred embodiment, the internal combustion engine 7 has at least one variable working and combustion chamber 12. A first passage 14 is provided for delivering air to the combustion chamber 12. A second passage 26 is provided for delivering exhaust from the combustion chamber 12. A turbocharger is provided. The turbocharger has a compressor 18 with an outlet 16 fluidly connected with the first passage 14. The turbocharger has a turbine inlet 28 fluidly connected with the second passage 26. An exhaust 29 of the turbine is connected with a third passage 30. A first bypass passage 70 is provided between the first passage 14 and the third passage 30. A first valve 72 controls the flow of air through the first bypass passage between the first passage 14 and the third passage 30.

Abstract: In a method for turbocharging an internal combustion engine multiple turbochargers are arranged in parallel for supplying turbocharged air to the cylinders of the internal combustion engine via a valve device controlling distribution of the turbocharged air to the cylinders. Each cylinder receives turbocharged air from only one turbo charger at a time and each turbo charger supplies one or more cylinders with turbocharged air. The turbochargers are activated and deactivated according to operational states of the engine. At least one cylinder is switched with the valve device from a supply of turbocharged air of one turbo charger to a supply of turbocharged air of another turbo charger when activating and deactivating the turbochargers.

Abstract: A bypass system for a diesel engine having a turbocharger, a bypass conduit, a valve and a controller which cooperate to bypass a portion of the combustion air compressed by the turbocharger bypassed to a turbine portion of the turbocharger or to the atmosphere, a controller containing maps based on empirical fixed point data specific to the engine, turbocharger and bypass system responds to signals indicative of changes in atmospheric pressure, inlet manifold pressure and engine speed to control the valve and prevent the turbocharger from surging.

Abstract: A compound engine that includes a gas turbine unit and a piston unit wherein the cycle air for the piston unit is diverted through cooling passages to provide impingement cooling of several areas of the piston unit including the upper cylinder area, the outer and inner surfaces of the exhaust valve and other selected areas of the cylinder head.

Abstract: A combustion engine method and system provides increased fuel efficiency and reduces polluting exhaust emissions by burning fuel in a two-stage combustion system. Fuel is combusted in a piston engine in a first stage producing piston engine exhaust gases. Fuel contained in the piston engine exhaust gases is combusted in a second stage turbine engine. Turbine engine exhaust gases are used to supercharge the piston engine.