Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% nitrogen, and a balance of iron. Molybdenum, niobium, and tungsten are excluded. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 980° C.

Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.5% to about 1.5% tungsten, about 0.2% to about 0.8% molybdenum, about 0.2% to about 0.8% niobium, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% nitrogen, and a balance of iron. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 1020° C.

Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% niobium, about 0.2% to about 0.8% nitrogen, and a balance of iron. Molybdenum and tungsten are excluded. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 980° C.

Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.5% to about 1.5% tungsten, about 0.2% to about 0.8% molybdenum, about 0.2% to about 0.8% niobium, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% nitrogen, and a balance of iron. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 1020° C.

Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% nitrogen, and a balance of iron. Molybdenum, niobium, and tungsten are excluded. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 980° C.

Abstract: Disclosed is an austenitic stainless steel alloy that includes, by weight, about 22% to about 28% chromium, about 3.5% to about 6.5% nickel, about 1% to about 6% manganese, about 0.5% to about 2.5% silicon, about 0.3% to about 0.6% carbon, about 0.2% to about 0.8% niobium, about 0.2% to about 0.8% nitrogen, and a balance of iron. Molybdenum and tungsten are excluded. The alloy is suitable for use in turbocharger turbine housing applications for temperature up to about 980° C.

Abstract: An electro-pneumatic actuator for a waste gate includes an electric actuator to impart linear motion to an actuator shaft, and a pneumatic chamber defining a passage extending therethrough, the actuator shaft extending through the passage, the pneumatic chamber being sealed with respect to the actuator shaft. A piston is disposed in the pneumatic chamber and arranged for movement in the pneumatic chamber, the piston being affixed to the actuator shaft such that the actuator shaft and the piston move together as a unit. There is a port into the pneumatic chamber for feeding a gas into the pneumatic chamber or exhausting the gas therefrom so as to exert a pressure force on the piston and thereby provide a pneumatic assist to the force exerted on the actuator shaft.

Abstract: An electro-pneumatic actuator for a waste gate includes an electric actuator to impart linear motion to an actuator shaft, and a pneumatic chamber defining a passage extending therethrough, the actuator shaft extending through the passage, the pneumatic chamber being sealed with respect to the actuator shaft. A piston is disposed in the pneumatic chamber and arranged for movement in the pneumatic chamber, the piston being affixed to the actuator shaft such that the actuator shaft and the piston move together as a unit. There is a port into the pneumatic chamber for feeding a gas into the pneumatic chamber or exhausting the gas therefrom so as to exert a pressure force on the piston and thereby provide a pneumatic assist to the force exerted on the actuator shaft.

Abstract: A turbocharger having a turbine with a wastegate, and a compressor including a compressor housing, a compressor wheel, and a wastegate actuator. The turbine wheel includes blades defining an inlet. The compressor housing has an inlet wall leading to the inlet, and a shroud wall surrounding the blades. The actuator includes a base that is integral with the inlet wall, and an electric motor that is attached to the base. The shroud wall forms a first port that is in direct fluid communication with the actuator chamber, and the inlet wall forms a second port that is in direct fluid communication with the actuator chamber. Air from the first port to passes through the actuator housing and out the second port. This airflow convectively cools the working components of the actuator, while the connection of the motor to the inlet wall conductively cools the motor.

Abstract: A turbocharger having a turbine with a wastegate, and a compressor including a compressor housing, a compressor wheel, and a wastegate actuator. The turbine wheel includes blades defining an inlet. The compressor housing has an inlet wall leading to the inlet, and a shroud wall surrounding the blades. The actuator includes a base that is integral with the inlet wall, and an electric motor that is attached to the base. The shroud wall forms a first port that is in direct fluid communication with the actuator chamber, and the inlet wall forms a second port that is in direct fluid communication with the actuator chamber. Air from the first port to passes through the actuator housing and out the second port. This airflow convectively cools the working components of the actuator, while the connection of the motor to the inlet wall conductively cools the motor.

Abstract: The invention proposes a system for driving a compressor, comprising an induction motor (2) for driving the compressor (3), said induction motor including a squirrel cage rotor, and a controller (1) for controlling the induction motor, said controller comprising a memory for storing drive patterns for driving the induction motor, a first frequency generation means for generating a field frequency based on a field command and/or a second field generation means for generating a voltage frequency based on a voltage command, wherein a drive pattern in extracted from the memory based on the generated frequency or frequencies. Alternatively, the invention proposes a system for driving a compressor, comprising an induction motor (2) for driving the compressor (3), said induction motor including a squirrel cage rotor, and a controller (1) for controlling the induction motor, wherein the controller is adapted to distinguish between a steady state and a transient state of the induction motor.

Abstract: The invention proposes a system for driving a compressor, comprising an induction motor (2) for driving the compressor (3), said induction motor including a squirrel cage rotor, and a controller (1) for controlling the induction motor, said controller comprising a memory for storing drive patterns for driving the induction motor, a first frequency generation means for generating a field frequency based on a field command and/or a second field generation means for generating a voltage frequency based on a voltage command, wherein a drive pattern in extracted from the memory based on the generated frequency or frequencies. Alternatively, the invention proposes a system for driving a compressor, comprising an induction motor (2) for driving the compressor (3), said induction motor including a squirrel cage rotor, and a controller (1) for controlling the induction motor, wherein the controller is adapted to distinguish between a steady state and a transient state of the induction motor.