Abstract: A variable geometry turbocharger is simplified yet able to maintain pulse energy. In a first embodiment, a turbine housing is provided with a pivoting wall which pivots about a point near the entry to the turbine housing. By moving the wall about the pivot point, the effective volume of the turbine housing volute is varied, thus effectively reducing the volume of exhaust gas in the volute, allowing control of exhaust gas flowing to the turbine wheel. In the second embodiment of the invention, a rotating wedge segment within the volute is rotated from a first position to a second position, changing the effective volume of the volute and allowing control of exhaust gas flowing to the turbine wheel.

Abstract: The process of active DPF regeneration requires that the DPF be brought to regeneration temperatures in excess of 550° C. to 600° C. for a period of time sufficient to accomplish soot burnoff in the DPF. Similarly, during cold start up it is desirable to bring the catalyst to light off temperature as soon as possible. The large thermal inertia of one or more turbochargers delays the exhaust gas at the DPF from reaching critical temperature quickly. The incorporation of a low thermal inertia, insulated, turbocharger bypass duct avoids thermal energy loss from exhaust gas to the turbine housing and shortens the time for the DPF to reach critical temperature for active DPF regeneration, or in the case of a catalytic converter, shortens time for catalyst to reach light off temperature.

Abstract: To provide a chain which makes it possible to reduce friction loss during operation. [Means of Resolution] An endless silent chain 1 which comprises a plurality of links 2 having respective pairs of pin holes 22, which are linked in such a way as to be able to flex about one another by means of linking pins 3 that are inserted into the pin holes 22, wherein one or more projections 25, 26 is/are provided on one of the main surfaces 2A of the links 2 so that a specific gap C is formed between adjacent links 2 in the width direction of the chain, and these projections 25, 26 come into contact with the main surface 2B of the link 2 which is adjacent to that link 2 in the width direction of the chain.

Abstract: A turbocharger uses a high speed rolling element bearing system. An exemplary rolling element bearing system includes a polymer sleeve to impede the flow of heat from the bearing housing into the outer race of the rolling element bearing system. In a second embodiment of the invention, the sleeve is supported by an oil film. In a third embodiment of the invention, the bearing cartridge is damped by a damping medium which also connects the bearing cartridge to the bearing housing.

Abstract: To solve heat soak and reduced heat rejection capability problems in turbochargers with rolling element bearings (REBs), the REB cartridge is mounted to the bearing housing in a way that is not rigid, thus allows for an oil damping film, but, at the same time, the REB cartridge is held both axially, to transfer thrust loads to the bearing housing, and rotationally, so that the REB cartridge does not rotate relative to the bearing housing, using male or female features in the REB and corresponding female or male features associated with the bearing bore or the turbine face of the bearing housing closure.

Abstract: A turbocharger using a high speed rolling element bearing system is improved in desired speed and life by providing an insulating spacer, with a thermal conductivity lower than that of the material in the inner race of the REB, between the turbine-end of the inner race of the bearing system and the compressor-end face of the piston ring boss to impede the flow of heat from the turbine wheel to the inner race of the rolling element bearing.

Abstract: One embodiment may include a torsional vibration damper having a primary element, a secondary element and a spring device for torsionally elastic coupling of the primary and the secondary element in the circumferential direction, which spring device has at least one spring element, which is arranged between a first and a second sliding shoe, a spacing limitation device being provided to define a maximum spacing (Amax) between the first and the second sliding shoe in the circumferential direction. The spacing limitation device may extend through the at least one spring element in the circumferential direction.

Abstract: A pivot joint for a single blade spring tensioner or double blade spring tensioner generates a biased friction loss at a pivot joint. The friction torque generated in one direction of joint rotation is greater than the friction torque generated in the opposite direction of rotation. In one embodiment, the direction of torque bias at the joints is used to make the damping of the blade spring greater in compression than in extension. High damping in compression and low damping in extension is a desirable characteristic for a tensioner in most applications. The device may be designed to act as a one-way clutch or as a two-way clutch. The device may also be designed to apply large friction torques only when the joint undergoes large amplitude motions (loss of control).

Abstract: A tensioner for a power transmission system includes two tensioning arms operatively engaged with a strand of either the chain or the belt of the power transmission system. The upper end of each tensioning arm is connected to a one way rotational clutch which is pivotally mounted between the upper ends of the tensioning arms. The one way clutch rotates in one direction in response to changing chain loads to adjust the tension substantially equally on both strands at the same time. In order to prevent over-tensioning, a damping means is included in the one-way clutch. When a pre-determined overload threshold is reached, the amount of torque required to overcome the coefficient of friction of a spring in the damper allows the one way clutch to slip in the direction opposite from its normal rotational direction, thereby relieving the overload condition on the chain.

Abstract: One embodiment includes a combination including a secondary air pump; and a first control valve constructed and arranged to control flow of air into the secondary air pump from one or more lines connected to the first control valve; and/or a second control valve constructed and arranged to control flow of air from the secondary air pump through one or more lines connected to the second control valve. The combination being particularly useful in a system including a combustion engine.

Abstract: In a preferred embodiment, the present solenoid control valve is provided which has a valve sleeve having upper and lower feedback chambers which are connected to control pressure by an exterior surface longitudinal slot or slots.

Abstract: One exemplary embodiment includes a U-shaped chain guide bracket including a base wall extending in a longitudinal direction from an upstream end to a downstream end of the base wall, and a pair of laterally opposed side walls extending away from the base wall and having laterally opposed mounting pads and apertures. The base wall and opposed side walls establish an upstream end, a downstream end, a central portion between the upstream and downstream ends, and a general U-shaped cross-section at least at each of the upstream and downstream ends and at the central portion. The bracket is formed from sheet metal.

Abstract: The invention relates to a turbocharger (15) comprising a bearing housing (7) which mounts a rotor shaft (12) and has a bearing-housing oil space (13); comprising a compressor housing which is connected to the bearing housing (7) and has a compressor space (14); and comprising a sealing device (20) which is provided for sealing the bearing-housing oil space (13) relative to the compressor space (14) and which has a sealing ring (1) which is arranged in a fixed position in the bearing housing (7) and has two end faces (17, 17?) which interact with associated end faces (10) and (11) of a disc (9) and a sealing bush (16) which are fastened to the rotor shaft (12), wherein the sealing ring (1) is arranged with axial play on the rotor shaft (12) between the disc (9) and the sealing bush (16); and air-delivery devices (2, 3) oriented in opposition are arranged in the end faces (17, 17?) of the sealing ring (1).

Abstract: An electro-mechanical energy conversion device is provided having an armature with a central cavity. The armature is rotatably mounted in a frame. A torsion bar is positioned within the armature with one end connected to the armature and the other end connected with an energy source or consuming device.

Abstract: Turbochargers operate at extremely high speed, so balance of the rotating core is of the utmost importance to turbocharger life. A special frusto-conical, or frusto-spherical, centering geometry is added to the interface of the compressor nut and the nose of the compressor wheel to aid in keeping the wheel, nut, and stub-shaft centered on the turbocharger axis to reduce the degree of core unbalance.

Abstract: A clutch has an outer aluminum housing and an inner housing arranged coaxially with respect to one another to support a plurality of first and second alternating, interiorly arranged, radially extending, friction members for axial movement between engaged and disengaged positions. The outer aluminum housing can have a cylindrical side wall and a radially inwardly extending end wall. A plurality of spline teeth can be formed at angularly spaced locations along the cylindrical side wall. Each spline tooth can have radial wall portions extending inwardly and longitudinally terminating at a circumferential wall portion extending between the radial wall portions to define the spline teeth. A sheet metal liner can be wrapped around to form a continuous, generally cylindrical, corrugated ring with inwardly extending spline teeth covers connected to a collar.

Abstract: An automotive accessory drive system for a motor vehicle connects to an internal combustion engine crankshaft during at least one mode of operation. The system includes an accessory drive pulley, a starter motor/generator, and an endless loop power transmission member connecting at least the starter motor/generator and the accessory drive pulley. A planetary gear set includes a sun gear, a ring gear integrally associated with the accessory drive pulley, and a planetary carrier connected to the engine crankshaft. First and second one way clutches connect the engine crankshaft to the ring gear, and the sun gear to a grounding member, respectively, to define a normal drive mode and an engine start mode, respectively. An electromagnetic disconnect includes a normally closed friction clutch connecting the grounding member to ground to define a third mode of operation corresponding to a free wheel function with the grounding member disengaged from connection to ground.

Abstract: An exhaust-gas turbocharger (1) having a wastegate arrangement (5) in which the structural adaptability to different installation situations and the sealing action of the wastegate arrangement (5) are improved. The rotor (4) extends along a charger axis (L). The wastegate arrangement (5) has a control capsule (6), a regulating rod (7) which can be moved by the control capsule (6), a lever (8) which is connected to the regulating rod (7) by means of a guide piece (9), and a spindle shaft (10) which is connected at one end to the lever (8) and at the other end to a spindle (11) which bears a flap plate (12) for opening and closing a bypass opening (13). Here, the spindle shaft (10) is arranged substantially parallel to the charger axis (L).

Abstract: A friction plate is provided including ,a core plate, a core plate first friction facing having a first radius and a first height; and a core plate second friction facing having a second radius differing from the first radius and a second height differing from the first height and having a coefficient of friction differing from a coefficient of friction of the first friction facing, wherein both of the facings are formed from an integral base fiber type friction facing material and wherein the difference in coefficients of friction is due to a percentage of a friction modifying saturant in the facings and wherein there is a groove separating the facings.