Abstract: An intake system of engine comprises an intake pipe (8), an air intake manifold (6), and an auxiliary intake assembly (4) disposed on the intake pipe (8) and located before the air intake manifold (6) of an engine. The auxiliary intake assembly (4) comprises an auxiliary air inlet passage, an auxiliary air outlet passage (21), and a central passage (39). Air enters through the auxiliary air inlet passage, comes out from the auxiliary air outlet passage (21) and enters the central passage (39), so as to be mixed with air from the intake pipe (8). The present invention further relates to an engine intake system, comprising an electronic booster (4?) located upstream of the air intake manifold (6) of an engine. An air flow enters from an air inlet (4241?), flows out from an air outlet (4242?), is mixed with air that flows through the intake pipe (8), and then is inhaled into a cylinder of the engine. The present invention further relates to a engines comprising the above intake systems.

Abstract: An exhaust gas turbocharger includes a housing having an exhaust gas inlet and an exhaust gas outlet. The exhaust gas turbocharger also has a turbine wheel rotatably mounted in the housing. The exhaust gas turbocharger includes a shut-off device that can adopt both an open and a closed state, a fluid connection existing in the open state and allowing exhaust gas which enters via the exhaust gas inlet to flow to the exhaust gas outlet, bypassing the turbine wheel. When the housing is supplied with compressed air, the exhaust gas turbocharger is at least substantially airtight.

Abstract: The invention relates to a method for the exhaust-gas aftertreatment of an internal combustion engine (10), and to an internal combustion engine (10) having an exhaust-gas aftertreatment device for carrying out a method of said type. The internal combustion engine (10) is supplied with fresh air by way of a compressor (18), has an adjustable valve control means (12) for the inlet valves (14) and/or the outlet valves (16), and is connected to an exhaust duct (20), wherein, in the exhaust duct (20), there is arranged a first three-way catalytic converter (24), and an injection valve (26) for introducing fuel into the exhaust duct (20) is arranged, as viewed in the flow direction of an exhaust gas of the internal combustion engine (10), downstream of an outlet (22) of the internal combustion engine (10) and upstream of the first three-way catalytic converter (24).

Abstract: A multi-flow exhaust gas turbocharger (101) comprising a turbine (105), a turbine wheel, a first flow (1) and a second flow (2), a bypass line (6) for bypassing the turbine wheel, a bypass valve unit (107) for adjusting the size of a bypass exhaust gas flow through the bypass line (6), and comprising a flow connection unit (108) for adjusting an extent of the connection of exhaust gas flows into the flows (1, 2), characterized in that the bypass valve unit (107) and the flow connection unit (108) can be actuated in a mechanically coupled way by means of a coupling unit (109).

Abstract: An internal combustion engine system includes: an internal combustion engine mounted on a vehicle; a NOx selective reduction catalyst; a reducing agent supply device including a urea water addition valve configured to add urea water into the exhaust gas passage upstream of the NOx selective reduction catalyst, a urea water tank, a urea water flow passage that connects the urea water addition valve and the urea water tank, and a pump configured to supply the urea water addition valve with the urea water from the urea water tank; and a control device. The control device is configured to perform a runoff reduction control that controls at least one of the reducing agent supply device and the internal combustion engine such that the amount of runoff of the urea water from the urea water tank becomes less when the tilt angle of the vehicle is large than when it is small.

Abstract: A cooling system including a first coolant line and a second coolant line, at least one first component to be cooled, into which the first coolant line opens, and a first ventilation line. The first ventilation line is fluidically connected to the at least one first component and is configured for ventilating the at least one first component. The first ventilation line opens into the second coolant line.

Abstract: A turbocharger for an internal combustion engine has a bearing housing, in which a rotor shaft is mounted in a rotatable manner. A compressor having a compressor wheel is arranged for conjoint rotation on the rotor shaft. A fresh air supply channel conducts a fresh air mass flow to the compressor wheel. The fresh air supply channel has a first flow cross section upstream of the compressor wheel. A flow control device is provided and is adjustable between an open position, in which the first flow cross section is opened up, and a closed position, in which the first flow cross section is reduced to a second flow cross section. The flow control device is fluidically coupled to a compressor channel of the compressor downstream of the compressor wheel, such that the flow control device is adjusted in a manner dependent on a pressure prevailing in the compressor channel.

Abstract: A method for controlling an inlet-adjustment mechanism in an air inlet for a compressor so as to switch the mechanism between open and closed positions for adjusting a flow area of the inlet. The method includes an algorithm for determining when the inlet-adjustment mechanism is in a failure mode. In accordance with the method, when the operating point on the compressor map is on the high-flow side of a threshold line at which the inlet-adjustment mechanism is switched from one position to the other, a measured speed or pressure ratio is compared to a theoretical value for the speed or pressure ratio based on a compressor map for the open position of the mechanism. If the measured value differs from the theoretical value by more than a predetermined tolerance, a failure mode is indicated.

Abstract: Methods and systems are provided for controlling exhaust flow and recovering heat from exhaust gas under different operating conditions. In one example, motive flow of fresh air via an ejector coupled to an exhaust bypass assembly may be utilized to divert exhaust through a heat exchanger during cold-start conditions and heat extracted from the exhaust gas may be utilized for passenger cabin heating and other vehicle heating demands. The exhaust bypass assembly may also be used for EGR delivery wherein the exhaust heat exchanger may be used as an EGR cooler.

Abstract: The deterioration of an exhaust gas purification catalyst is suppressed as much as possible. An exhaust gas purification system for an internal combustion engine comprising: a throttle valve; a turbocharger; an exhaust gas purification catalyst; a bypass passage; a turbo bypass valve (TBV); and a controller. The controller is configured to carry out fuel cut processing and deterioration suppression control. In the deterioration suppression control, when a temperature of the exhaust gas purification catalyst is equal to or higher than a predetermined temperature in the course of the execution of the fuel cut processing, the degree of opening of the TBV becomes smaller, and the degree of opening of the throttle valve becomes larger, than when the temperature of the exhaust gas purification catalyst is lower than the predetermined temperature in the course of the execution of the fuel cut processing.

Abstract: Methods and systems are provided for increasing vehicle maneuverability when operating on sand, snow, or rocky terrain, as well as while performing cornering and sliding maneuvers. Boost path actuators are held in positions that enable manifold pressure to be held above barometric pressure as torque demand changes, including when torque demand drops. Engine torque is reduced or raised via adjustments to one or more of fuel delivery, spark timing, and intake throttle opening.

Abstract: A method for operating an internal combustion engine is provided, wherein the internal combustion engine has at least one combustion engine and a fresh gas line and wherein a compressor, to which a trim adjuster is assigned, is integrated into the fresh gas line, said trim adjuster by which an edge section of the inlet cross section of a compressor wheel can be covered to a variable extent. In this case, the edge section of the inlet cross section is covered relatively little in a release position of the trim adjuster and covered relatively greatly in a covering position of the trim adjuster. It is provided that the trim adjuster is adjusted between the release position and the covering position, when substantially the same compressor pressure ratio and substantially the same fresh gas mass flow and substantially the same compressor efficiency are achieved in both operating positions.

Abstract: To provide a controller and a control method for a supercharger-equipped internal combustion engine capable of assisting the insufficient part of supercharging pressure supercharged by the turbocharger, with a good responsiveness by the electric compressor, using simple calculation, even though using a plurality of superchargers. The controller for a supercharger-equipped internal combustion engine calculates, as a target intermediate supercharging pressure, a value subtracting, from the target supercharging pressure, a pressure difference subtracting the actual intermediate supercharging pressure from the actual supercharging pressure; calculates a pressure ratio of the target intermediate supercharging pressure and the actual atmospheric pressure; calculates a target rotational speed of the electric compressor based on the pressure ratio and the actual intake air flow rate; and controls the electric motor.

Abstract: The disclosure relates to a supercharged, direct-injection internal combustion engine having an intake system for the supply of charge air and having an exhaust-gas discharge system for the discharge of exhaust gas and having at least two series-connected exhaust-gas turbochargers which each comprise a turbine arranged in the exhaust-gas discharge system and a compressor arranged in the intake system and of which a first exhaust-gas turbocharger serves as a low-pressure stage and a second exhaust-gas turbocharger serves as a high-pressure stage, a first bypass line being provided which branches off from the exhaust-gas discharge system between the first turbine and the second turbine so as to form a first junction point.

Abstract: A turbocharger housing for an engine includes a specifically designed mounting interface provided at a turbine outlet of a turbine housing. In particular, the mounting interface includes a mounting flange that is inclined with respect to a plane that is orthogonal to the longitudinal direction of the turbocharger. In particular, in case of an arrangement where the turbocharger is arranged such that the shaft of the same extends substantially horizontally, the mounting flange of the turbine outlet is rotated by a predetermined angle of, for example, 20 degrees about the vertical axis.

Abstract: The present application relates to an abnormality determination device for a variable geometry turbocharger having a nozzle mechanism capable of changing a flow path area of exhaust gas with an actuator. The abnormality determination device includes: a first detection part configured to be capable of detecting at least one of a load of the actuator or supply energy to the actuator; and a determination part configured to determine that an abnormality is present, if a detection result by the first detection part is out of an allowable range corresponding to an operational state of the variable geometry turbocharger.

Abstract: A turbocharger engine includes a dual stage turbocharger in which a first turbo unit is disposed on the upstream side of a second turbo unit on an exhaust passage. The turbocharger is disposed in such a manner that a second turbine shaft of the second turbo unit is far from an engine output shaft than a first turbine shaft of the first turbo unit in a plan view in an axis direction of a cylinder. Further, a second turbine is rotated clockwise around an axis thereof in a side view when the turbocharger is viewed from the side of the turbine, and an intra-turbine passage is disposed on the side of an engine body than the second turbine shaft.

Abstract: A blow-by gas supply device includes an upstream-side passage, a downstream-side passage, a gas passage, a bypass passage, a valve mechanism, and a valve control unit. The device is provided in an engine including a compressor, and recirculates blow-by gas upstream of the compressor. The upstream-side passage is coupled to an input port of the compressor. The downstream-side passage is coupled to an output port of the compressor. The gas passage is coupled to the upstream-side passage and guides the blow-by gas from inside of the engine to the upstream-side passage. The bypass passage is coupled to the upstream-side passage and the downstream-side passage and guides the intake air from the downstream side passage to the upstream side passage. The valve mechanism is provided in the bypass passage and switched between communication and cutoff states. The valve control unit controls the valve mechanism in the communication or cutoff state.

Abstract: A method includes operating an air boosting apparatus of a two-stroke, opposed piston engine as a function of one or more factors including a first engine speed, a first torque, demand, a first altitude, a first transient rate, and one or more first ambient conditions to provide a first pressure S ratio (PR} of pre-turbine pressure (PTP) versus turbocharger compressor discharge pressure (CDP} and a first air-to-fuel ratio (AFR).

Abstract: Methods and systems are provided for increasing vehicle maneuverability when operating on sand, snow, or rocky terrain, as well as while performing cornering and sliding maneuvers. Boost path actuators are held in positions that enable manifold pressure to be held above barometric pressure as torque demand changes, including when torque demand drops. Engine torque is reduced or raised via adjustments to one or more of fuel delivery, spark timing, and intake throttle opening.