Abstract: A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

Abstract: A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

Abstract: A turbine housing for a supercharger, includes an inlet opening, a turbine seat and a race extending from the inlet opening to the turbine seat, the race including a first spiral chamber (7) which mouth into the turbine seat and a second spiral chamber (8) which mouth into the turbine seat. Both the first spiral chamber (7) and the second spiral chamber (8) mouth in a first angular segment (?) of the turbine seat, the axial height of the mouth into the turbine seat of the second spiral chamber (8) in the first angular segment (?) is bigger in the end of the first angular segment (?) than in the beginning thereof seen in a flow direction (F), and in that the A/R-ratio of the first spiral chamber (7) is smaller than the common A/R-ratio of the first spiral chamber (7) and the second spiral chamber (8).

Abstract: A turbine housing for a supercharger, includes an inlet opening, a turbine seat and a race extending from the inlet opening to the turbine seat, the race including a first spiral chamber (7) which mouth into the turbine seat and a second spiral chamber (8) which mouth into the turbine seat. Both the first spiral chamber (7) and the second spiral chamber (8) mouth in a first angular segment (?) of the turbine seat, the axial height of the mouth into the turbine seat of the second spiral chamber (8) in the first angular segment (?) is bigger in the end of the first angular segment (?) than in the beginning thereof seen in a flow direction (F), and in that the A/R-ratio of the first spiral chamber (7) is smaller than the common A/R-ratio of the first spiral chamber (7) and the second spiral chamber (8).

Abstract: An exhaust system for interaction with a combustion engine, includes a manifold (3) and a supercharger (4) including a turbine housing (5) having a turbine seat, an outlet opening of the manifold communicating with an inlet opening of the turbine housing, and a catalytic exhaust emission control device including a first catalyst (9) and a second catalyst (10). The first catalyst communicates with an outlet opening of the turbine housing, and the exhaust system (1) includes a bypass (11) having a first end that mouth at a point upstream of the turbine seat, the second catalyst and a second flow regulator (12) being arranged in the bypass, and a first flow regulator (8) being arranged downstream of the point in which the first end of the bypass mouth. A method for controlling such an exhaust system, and a vehicle including a combustion engine and such an exhaust system are described.

Abstract: An exhaust-cleaning device for internal combustion engines having varying exhaust amount, which is intended to constitute a part of an exhaust system co-operating with an engine includes a main converter and a pre-converter located upstream the main converter, seen in the direction that exhaust fumes are intended to pass the exhaust-cleaning device. The exhaust-cleaning device is distinguished by a bypass arranged in the area of the pre-converter. The bypass includes a first opening upstream the pre-converter, and a second opening downstream the pre-converter and upstream the main converter, so that at least a part of the exhaust fumes passes past the pre-converter without passing therethrough. An extension for an exhaust-cleaning device and a vehicle including such an exhaust-cleaning device are disclosed.

Abstract: The invention relates to a combustion air supply arrangement, including an air intake duct of an internal combustion engine, and a compressor arranged in the air intake duct, and a first throttle located downstream the compressor and upstream the internal combustion engine and arranged to change the flow area of the air intake duct between the compressor and the internal combustion engine, the same furthermore including a second throttle, which is located upstream the compressor and which is arranged to change the flow area of the air intake duct upstream the compressor. Furthermore, the compressor is a centrifugal compressor, the rotational speed of which is directly dependent on the rotational speed of the internal combustion engine, and that the combustion air supply arrangement is arranged in such a way that the sucked-in air is compressed once between the second throttle and the internal combustion engine.

Abstract: The invention relates to a combustion air supply arrangement, including an air intake duct of an internal combustion engine, and a compressor arranged in the air intake duct, and a first throttle located downstream the compressor and upstream the internal combustion engine and arranged to change the flow area of the air intake duct between the compressor and the internal combustion engine, the same furthermore including a second throttle, which is located upstream the compressor and which is arranged to change the flow area of the air intake duct upstream the compressor. Furthermore, the compressor is a centrifugal compressor, the rotational speed of which is directly dependent on the rotational speed of the internal combustion engine, and that the combustion air supply arrangement is arranged in such a way that the sucked-in air is compressed once between the second throttle and the internal combustion engine.