Abstract: An internal combustion engine (100) includes an intake manifold (106) and at least one exhaust manifold (108). A first compressor (120) that is operably associated with a first turbine (128) has a first air inlet (126) and a first air outlet (118). The first air inlet (126) is adapted to admit air into the first compressor (120), and the first air outlet (118) is fluidly connected to the intake manifold (106). The first turbine (128) fluidly communicates with a tailpipe (138). A second compressor (124) is operably associated with a second turbine (160) and has a first tributary fluid inlet (152), a second tributary fluid inlet (154), and a second fluid outlet (122). The first tributary fluid inlet (152) is fluidly connected to the tailpipe (138) at a junction (147), the second tributary fluid inlet (154) is adapted to admit air into the second compressor (124), and the second fluid outlet (122) is fluidly connected to the intake manifold (106).

Abstract: Power generation systems and methods are provided with features directed to various innovations including ones relating to the conversion of concentrated solar and biomass energy to electricity, load-shifting of electrical power supply systems, gas turbine devices and cycles, and power plant control systems.

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: An apparatus, system, and method are disclosed for a single-actuated multi-function valve. The apparatus includes a primary fluid conduit, a secondary fluid conduit, and a valve. The primary fluid conduit flows from an exhaust manifold to an outlet through a high pressure turbocharger and a low pressure turbocharger. The secondary fluid conduit flows from the exhaust manifold to an outlet through the low pressure turbocharger. The valve has two flow passages—the first flow passage is a variable restriction within the primary fluid conduit, and the second flow passage is a variable restriction within the secondary fluid conduit. Turning the valve one direction from a nominal position controls the flow ratios in the primary and secondary fluid conduits, while turning the valve in the other direction from the nominal position controls exhaust braking.

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: A method for estimating the output temperature of the output compressor of a two-stage turbocharger. The method includes: storing a composite relationship relating temperature ratio across a pair of compressors of the two-stage turbocharger as a function of mass flow through such pair of compressors and pressure drop across the pair of the compressors; calculating the pressure ratio equal to the pressure at an input to the first one of the pair of compressors to the pressure at the output of the second one of the pair compressor; using the composite relationship and an output of a mass flow at the input to the first one of the pair of compressors and the calculated pressure ratio to determine the temperature ratio across the pair of compressors; and calculating the estimated output temperature of the second one of the pair of compressors by multiplying the determined temperature ratio across the pair of compressors by a temperature at the input of the first one of the pair of compressors.

Abstract: A two-stage exhaust gas turbocharger for an internal-combustion engine having an exhaust manifold is provided. In the exhaust gas flow direction a first high-pressure turbocharger and a second high-pressure turbocharger are arranged parallel to one another and a low-pressure turbocharger is arranged in series behind the latter. The two high-pressure turbine housings can be arranged on the exhaust manifold on one side and the low-pressure turbine housing can be arranged on the exhaust manifold on the other side. The exhaust gas coming from the high-pressure turbine housings is guided through a flow duct in or on the exhaust manifold to the low-pressure turbine housing. By way of this construction of the two-stage exhaust gas turbocharging, a compact construction is achieved resulting in cost savings.

Abstract: The following description relates to a central turbocharger configuration in a V-engine with two turbochargers. In one example approach, A V-engine having a first and second bank forming a valley therebetween, comprises: first and second in-board exhaust manifolds on the first and second banks, respectively; first and second turbines coupled to the first and second manifolds, respectively; the first and second turbines between the first and second exhaust manifolds; a passage intermediate to and coupling outlets of the first and second turbines; and a junction branching from the passage downward into the valley.

Abstract: An internal combustion engine includes a number of power cylinders furnishing exhaust gases to at least two turbochargers having a common air inlet housing which is divided into a separate compressor housing for each of the turbochargers.

Abstract: An internal combustion engine (100) includes an intake manifold (106) and at least one exhaust manifold (108). A first compressor (120) that is operably associated with a first turbine (128) has a first air inlet (126) and a first air outlet (118). The first air inlet (126) is adapted to admit air into the first compressor (120), and the first air outlet (118) is fluidly connected to the intake manifold (106). The first turbine (128) fluidly communicates with a tailpipe (138). A second compressor (124) is operably associated with a second turbine (160) and has a first tributary fluid inlet (152), a second tributary fluid inlet (154), and a second fluid outlet (122). The first tributary fluid inlet (152) is fluidly connected to the tailpipe (138) at a junction (147), the second tributary fluid inlet (154) is adapted to admit air into the second compressor (124), and the second fluid outlet (122) is fluidly connected to the intake manifold (106).

Abstract: An apparatus, system, and method are disclosed for preventing overspeed of a turbocharger. The apparatus includes a two-stage turbocharger system with a high pressure and a low pressure turbocharger. A bypass valve that divides an exhaust flow into a primary exhaust flow and a bypass flow. A relief valve vents a portion of the primary exhaust flow around the high pressure turbocharger. The low pressure turbocharger receives the bypass flow, the primary exhaust flow, and the vented portion of the primary exhaust flow. The apparatus includes a controller having a protection condition module that determines a protection indicator, and a relief valve control module that controls the relief valve according to the protection indicator.

Abstract: An internal combustion engine includes a number of power cylinders furnishing exhaust gases to at least two turbochargers having a common air inlet housing which is divided into a separate compressor housing for each of the turbochargers.

Abstract: The invention concerns turbochargers, or more particularly to multivariable dual stage series turbochargers having two degrees of freedom. A multistage series turbocharger apparatus has a low pressure turbocharger comprising a low pressure compressor and a low pressure turbine; a high pressure turbocharger comprising a high pressure compressor and a high pressure turbine, and a exhaust gas recirculation device. A controller controls the operation of at least two of the low pressure compressor, high pressure compressor, low pressure turbine, high pressure turbine, and exhaust gas recirculation device such that at least one operating parameter is maintained at about a selected value.

Abstract: An exhaust system has first and second exhaust gas turbochargers for a V-8 internal combustion engine having an ignition sequence of a 90° crank angle from one cylinder to the next in each of two cylinder banks. The exhaust system includes a first-through-fourth exhaust lines from the cylinders to the two exhaust gas turbochargers, with two cylinders respectively being assigned to an exhaust line. One exhaust turbocharger is respectively assigned to two exhaust lines. The two cylinders assigned to an exhaust line having an ignition interval of a 360° crank angle. The first and the second exhaust lines assigned to an exhaust gas turbocharger having an ignition sequence displaced with respect to one another by a 180° crank angle. As a result, the opening phase of the charge cycle intake valves can be prolonged, which leads to a significantly higher power of the internal combustion engine.

Abstract: A turbo charge system of an engine minimizes energy loss of exhaust gas as a consequence of a crossover pipe that connects exhaust manifolds respectively mounted to cylinder heads at both sides of the engine with each other and that is mounted in each cylinder head, and the crossover pipe is formed as a double pipe structure. The turbo charge system of the engine may include a pair of exhaust manifolds respectively mounted to cylinder heads at both sides of the engine; a pair of turbo chargers connected respectively to the pair of exhaust manifolds and increasing intake air amount by using energy of exhaust gas; and a crossover pipe connecting the pair of exhaust manifolds with each other, wherein a crossover pipe is mounted in each cylinder head.

Abstract: In an internal combustion engine with at least one turbocharger supplying compressed air to the engine cylinders which are divided into a first group and a second group, a first exhaust gas line connecting a first section of an exhaust gas collection line to the turbine, a recirculation line for returning exhaust gas from a second section of the exhaust gas collection line to the charge air supply line, a first control device controls the exhaust gas flow from a section of the cylinders to the first section of the exhaust gas collection line, a second control device controls the exhaust gas flow to the turbine and a third control device controls the exhaust gas flow recirculated to the charge air supply line for the cylinder.

Abstract: A turbocharger system for an internal combustion engine having at least one exhaust line for evacuating exhaust gases from the combustion chamber of the engine and at least on inlet line for supplying air to the combustion chamber. A high-pressure turbine interacts with a high-pressure compressor and a low-pressure turbine interacts with a low-pressure compressor to extract energy from the exhaust flow of the engine and pressurize the inlet air of the engine. Both compressor stages are of the radial type and are provided with compressor wheels having backswept blades, in which a blade angle between an imaginary extension of the blade along the centerline between root section and tip section in the direction of the outlet tangent and a line connecting the center axis of the compressor wheel to the outer point of the blade, is at least about 40 degrees.

Abstract: A method for improving turbocharger waste-gate control is presented. The method can reduce turbocharger flow oscillation, at least during some conditions.

Abstract: For an internal combustion engine having two cylinder banks forming a V-shaped cylinder block, a turbocharger system including a high pressure turbocharger disposed in a valley between the cylinder banks, a first low-pressure turbocharger disposed adjacent an outer side of one of the cylinder banks, and a second low-pressure turbocharger disposed adjacent an outer side of the second cylinder bank. Intake and exhaust ducts connect the components of the engine and turbocharger system to and electronically controlled valves associated with the ducts permit the system to operate either in a split series mode or a low-pressure-only mode.

Abstract: A two-stage turbocharging system with a high pressure (HP) turbine and a low pressure (LP) turbine, exhaust piping connecting an engine to the HP turbine inlet, exhaust piping connecting the HP turbine outlet to the LP turbine inlet, piping connecting the LP turbine outlet to an aftertreatment device, and branched bypass piping having an inlet and first and second branches, the inlet connected to the engine to HP turbine inlet exhaust piping, the first branch outlet connected to the LP turbine inlet, the second branch outlet connected to the aftertreatment device, and an R2S valve in the first branch and a warm-up valve in said second branch. By opening of the valve, exhaust gas can bypass both the HP and LP turbines and flow to, e.g., the catalytic converter. The R2S valve and the warm-up valve may be integrated into a single exhaust flow control unit.

Abstract: A Two-stage turbocharged engine system includes, but is not limited to an internal combustion engine, a high-pressure turbocharger having a high-pressure turbine for rotating a high-pressure compressor through a connecting shaft, a low-pressure turbocharger having a low-pressure turbine for rotating a low-pressure compressor by means of a connecting shaft, a low-pressure intake line for fluidly connecting the outlet of low-pressure compressor to the inlet of high-pressure compressor, an high-pressure intake line for fluidly connecting the outlet of high-pressure compressor to an air cooler, and a bypass device for selectively fluidly connecting a first branching point located in low-pressure intake line to a second branching point located in high-pressure intake line, to thereby bypassing the high-pressure compressor; said bypass device being located closer to the low-pressure compressor than to the high-pressure compressor.

Abstract: An internal combustion engine includes a turbocharger having a turbine, a first set of combustion cylinders, and a second set of combustion cylinders. A first particulate trap is in fluid communication between the first set of combustion cylinders and the turbine. A second particulate trap is in fluid communication between the second set of combustion cylinders and the turbine.

Abstract: The description relates to a control strategy for assisting regeneration of a particulate filter for a turbocharged diesel V-engine. The engine has two cylinder banks, a first cylinder bank coupled to a first exhaust pipe and a second cylinder bank coupled to a second exhaust pipe. The two exhaust pipes are in communication with one another by a connecting pipe and have two exhaust gas turbochargers each connected in a respective one of the exhaust pipes. The first exhaust pipe being provided with an exhaust shut-off valve in order to operate the engine either with a single turbocharger when the valve is in its closed position or with the two turbochargers when the valve is in its open position. The first exhaust pipe is connected to a diesel particulate filter (DPF) and the second exhaust pipe is connected to a diesel oxidation catalyst and to the DPF.

Abstract: A method and a system for cooling an internal combustion engine having charge air feed, which has a first and a second cooling loop, of which the first cooling loop is operated at a higher temperature level than the second cooling loop, and in which the charge air feed has at least one intercooling unit which is thermally coupled to the second cooling loop, having a controllable coolant throughput. The system includes at least one shutdown element in the second cooling loop for throttling the coolant throughput in the second cooling loop to 0 (zero). Coolant throughput may be shut down during the operation of the internal combustion engine as a function of an operating parameter of a vehicle component.

Abstract: A two-volute low pressure turbocharger is provided with a VGT mechanism in one turbine volute only.

Abstract: A power plant includes an engine configured to receive charge air and produce exhaust. A first turbo machine is configured to be driven by the exhaust and drive a compressor that receives air. The compressor is configured to produce the charge air. A second turbo machine is configured to receive the charge air and rotationally drive a pump in response thereto. The pump is configured to receive an EGR from the exhaust and introduce the pumped EGR to the charge air. The power plant also includes an exhaust gas recirculation passage. The second turbo machine includes a turbine rotationally coupled to the pump. The turbine has an expanded air passage, and the pump is arranged in the exhaust gas recirculation passage. A pre-cooler is arranged in the expanded air passage and in the exhaust gas recirculation passage upstream from the pump.

Abstract: A boost system comprising a turbocharger, a supercharger operable as either a compressor or an expander. Air flows through the turbocharger, optionally through a first charge air cooler CAC1, then through the supercharger, a second charge air cooler CAC2, and into the engine. At low engine speeds, the supercharger may be used to compress air, which is tempered by CAC2. At high engine speeds, the turbocharger has excess capacity, resulting in a hot compressed air stream. The supercharger operates as an expander to cool the air stream and reduce the air pressure and temperature to a desired level. Temperature may be reduced to a level below that desired for combustion; CAC2 then rewarms the air, thereby storing cooling capacity. A useful embodiment incorporates a turbocharger with a hybrid gas/electric or diesel/electric engine arrangement wherein a supercharger and a starter/generator/motor are disposed on a disconnectable secondary drive powered by the engine.

Abstract: The invention relates to an internal combustion engine, especially of a motor vehicle, which comprises an air path for intake air in which a mechanically driven charge unit (20), especially a compressor, which can be connected and disconnected by means of a coupling (36), an exhaust gas turbocharger (18), an intake pipe (32), connected to air inlets of a cylinder block (10) of the internal combustion engine, and a charge cooler (34) are mounted. One pressure outlet (35) of the mechanically driven charge unit (20 is directly connected to the intake pipe (32) and one pressure outlet (24) of the exhaust gas charger (18) is connected to an intake inlet (28) of the mechanically driven charge unit (20). The pressure outlet (24) of the exhaust gas charger (18) is connected to the intake inlet (28) of the mechanically driven charge unit (20) via an on-off butterfly valve (26) and upstream of said on-off butterfly valve (26) to the intake pipe (32) via a load butterfly valve (30).

Abstract: A method is described for controlling the exhaust temperature of an emission controlling device in the exhaust using both a higher heat loss path and a lower heat loss path along with parallel/sequential turbocharging. The exhaust path is adjusted based on a rate of change of temperature control error.

Abstract: A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.

Abstract: A four-cylinder engine has a valve overlap period during which an exhaust valve and an intake valve of each cylinder are both opened. Cylinder pipes for cylinders having adjacent ignition timings of the engine are connected to a turbo charger, and cylinder pipes for cylinders having adjacent ignition timings are connected to another turbo charger. Accordingly, a properly great supercharging pressure can be obtained in a low engine-speed area.

Abstract: An internal combustion engine (100) includes a first exhaust manifold (120), and a second exhaust manifold (118) fluidly connected to the first exhaust manifold (120) through an exhaust valve (122). An exhaust gas recirculation (EGR) cooler (124) constantly fluidly connects the second exhaust manifold (118) with an intake manifold (112). A turbocharger (102) has a turbine (126) in fluid communication with the first exhaust manifold (120), and a compressor (132) in fluid communication with a supercharger (140). A charge air cooler (150) fluidly connects the supercharger (140) with the intake manifold (112).

Abstract: A pressure surface is propelled within an engine chamber. Air is introduced into the chamber. The air in the chamber is compressed with the pressure surface. The compressed air is charged with fuel. The fuel is combusted to propel the pressure surface within the chamber. The air and the combusted fuel are exhausted from the chamber. A turbocharger is powered with the exhaust to compress air to an extremely high level, 20+ atmospheres. The air compressed by the turbocharger is passed into the chamber to propel the pressure surface in the chamber without additional fuel. Since compressing the high pressure air in the chamber would cancel the gains of the previous cycle and possibly damage the engine, this invention proposes to open the exhaust valve at the bottom of the intake stroke to relieve the excess pressure, close the exhaust valve and compress the remaining air in the cylinder.

Abstract: The present application relates to a method for determining the exhaust back pressure p3 upstream of a turbine, which is arranged in the exhaust line of an internal combustion engine equipped with an engine management system (1), which exhaust line is intended to lead off the exhaust gas from a number cylinders of the internal combustion engine. The method includes determining the exhaust back pressure p3 upstream of a turbine, by means of which the exhaust back pressure p3 can still be determined precisely but at little cost compared to methods known in the state of the art.

Abstract: A system for controlling boost pressure at various different altitudes of operation of a turbo charged internal combustion engine includes a wastegate valve, an actuator, and a controller. Signals delivered from an engine speed sensor, a boost pressure transducer, a barometric pressure sensor, and a turbocharger speed sensor are processed in the controller. A control signal delivered from the controller to the actuator controls the position of the wastegate valve, bypass of exhaust gasses, and the speed of the turbocharger. The controller is configured to compare the turbocharger speed to a predetermined threshold value and determine the control signal based on the comparison.

Abstract: A method for controlling flow differences in a turbocharged internal combustion engine is presented. In one example, the description includes a method for adjusting valve timing to reduce flow variation between two compressors.

Abstract: An internal combustion engine including an air intake pressurization device having an outlet from which air at a pressure substantially greater than ambient air pressure is expelled, an expansible combustion chamber into which air is received from the device outlet and from which exhaust gases are expelled, first and second intake valves and one or more exhaust valves, each valve having open and closed states. The combustion chamber is in periodic fluid communication with the device outlet through at least one of the first and second intake valves, and exhaust gases are expelled from the combustion chamber via the exhaust valve(s).

Abstract: An engine configuration includes an internal combustion engine with a plurality of cylinders, at least one turbocharger and a first and a second exhaust gas tract. A turbine of the at least one turbocharger is associated with the first exhaust gas tract. Increased torque and increased power can be achieved when a bypass exhaust gas line emerging from at least one cylinder, which is associated with the first exhaust gas tract, is connected to the first exhaust gas tract such that it bypasses the at least one turbocharger.

Abstract: In an engine braking method and an internal combustion engine including an engine braking arrangement, wherein the engine has high pressure and low pressure exhaust gas turbochargers connected in series, with a bypass (12) around the high-pressure compressor allowing the air mass flow selectively to bypass the high pressure compressor which is arranged near the engine, and bypasses around both turbines permitting the exhaust gas mass flow selectively to bypass the high-pressure exhaust gas turbine which is near the engine and also the low pressure turbine the intake air and the exhaust gas flow are controlled so as to accurately provide for a desired engine braking power for example for maintaining a desired vehicle speed.

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: An engine system is disclosed. The engine system includes an engine, an intake system for providing intake air to the engine and an exhaust system receiving exhaust gas from the engine. The engine system also includes a first exhaust turbine arranged downstream of the engine and a second and third exhaust turbines coupled in parallel and arranged downstream of the first exhaust turbine. A first valve is associated with the second and third exhaust turbines, the first valve configured to at least partially restrict exhaust gas to one of the second and third exhaust turbines and increase exhaust gas to the other turbine. The engine system also includes an exhaust gas recirculation system configured to redirect at least a portion of exhaust gas from the exhaust system to the intake system.

Abstract: A control system for a dual stage turbo includes a control module, a variable geometry turbine (VGT) module, and a bypass valve module. The control module generates a turbo control signal based on an manifold absolute pressure (MAP) and a desired MAP. The VGT module generates a VGT control signal to actuate vanes in a VGT based on the turbo control signal. The bypass valve module generates a bypass control signal based on the turbo control signal and the VGT control signal. The bypass control signal actuates a valve to bypass the VGT.

Abstract: The invention relates to an internal combustion engine with at least one cylinder which has at least two exhaust valves which are connected to exhaust gas lines in which there are the turbines of the exhaust gas turbochargers which have compressors for the charging air of internal combustion engines. It is provided that downstream from the compressors there is a merge (23) for the charging air flows (21) of the compressors and that there is at least one externally controllable valve (25) downstream from at least one of the compressors and upstream from the merge (23). Furthermore, the invention relates to a method for operating such an internal combustion engine. It is provided that downstream from the compressors the charging air flows of the compressors are merged and that at least downstream from one of the compressors and upstream from the merge, externally controllable blocking or choking of at least one of the charging air flows can take place.

Abstract: As one example, an apparatus configured to regulate flow in an exhaust passage of an internal combustion engine system is provided.

Abstract: An exhaust system for a use with an engine is provided. The exhaust system may have an exhaust manifold configured to direct exhaust from the engine, and a main turbocharger connected to receive exhaust from the exhaust manifold. The exhaust system may also have a recirculation turbocharger having a compressor connected to receive exhaust from the exhaust manifold in parallel with the main turbocharger, and a turbine connected to receive exhaust from the main turbocharger to drive the compressor. The exhaust system may further have a control valve located downstream of the recirculation turbocharger to regulate exhaust flow through the compressor.

Abstract: The heat exchanger of the present invention has a charge air cooler stacked upstream of a jacket water cooler. The charge air cooler is split into two sections. Each section has a vertical tank and header on the outside of the charge air cooler. Charge air enters the respective tanks and then horizontally flows to a vertical center tank, where it flows vertically to the outlet, and is routed to the engine. Maximum entering temperature differentials in the charge air cooler occurs at the sides of the cooler, as does maximum heat energy transfer. The air passing through the middle of the charge air cooler (adjacent the vertical center tank) gains the least amount of heat energy. The jacket water cooler can be a vertical flow cooler. A significant portion of the jacket water cooler at the middle of the jacket water cooler operates at increased entering temperature differential.

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: Multi-stage turbocharging, and more particularly, an advanced multi-stage turbocharging system using the variable turbine power of one or more variable turbine geometry (VTG) turbochargers to adjust compressor boost and exhaust back pressure to engine operating demands. The invention further relates to a turbocharged internal combustion engine, in particular a turbocharged internal combustion engine with at least one high-pressure turbine stage and one downstream low-pressure turbine stage, wherein the high-pressure turbine may be a single-flow or double-flow type, wherein the high pressure or low pressure compressor may be variable geometry, wherein the high pressure or low pressure compressor may be variably bypassed, and wherein the high pressure or low pressure turbine may be provided with an active control variable bypass or wastegate.

Abstract: There is provided a hybrid turbocharger that allows easy and quick attachment/removal of a coupling attachment boss to which an end section of a coupling is attached, thereby reducing the amount of operation time required for an overhaul of the turbocharger. The hybrid turbocharger includes: a turbine section that is driven by exhaust gas introduced from an internal combustion engine; a compressor section that is driven by the turbine section to pressure-feed outside air into the internal combustion engine; and a power generator having a rotating shaft coupled to a rotating shaft of the turbine section and the compressor section via a coupling.

Abstract: An exhaust system for a use with a combustion engine is provided. The exhaust system may have a first exhaust manifold configured to receive exhaust from the engine, and at least one turbocharger driven by exhaust from the first exhaust manifold. The exhaust system may also have a second exhaust manifold configured to receive exhaust from the engine in parallel with the first exhaust manifold, and at least two turbochargers driven by exhaust from the second exhaust manifold. The exhaust manifold may further have an exhaust gas recirculation circuit in fluid communication with only the first exhaust manifold. A number of turbochargers that receives exhaust from the first exhaust manifold may be less than a number of turbochargers that receives exhaust from the second exhaust manifold.