Abstract: A high-pressure ratio turbocharger of this invention has a two-stage compressor section comprising a first-stage compressor impeller rotatably disposed in a first compressor housing, and a second-stage compressor impeller rotatably disposed in a second compressor housing. The first and second stage compressor impellers are attached to a common shaft, and are positioned within respective compressor housing in a direction facing away from one another. A portion of the second compressor housing is formed from a compressor backplate attached to a turbocharger center housing. A scroll seal is disposed between the first and second compressor housings, and is interposed between the impellers to separate outlet air flow between each respective first and second compressor chamber.

Abstract: Methods and systems of this invention for positioning a variable geometry member disposed within a variable geometry turbocharger involve determining a boost pressure target for the turbocharger and comparing the same to an actual boost to calculate an error value, errboost.

Abstract: A control system of this invention for use with a variable geometry turbocharger is designed to enable turbocharger control based solely on engine speed. The control system takes measured engine speed and sends the same to an engine control unit (ECU) having an actuator position v. engine speed map. The ECU utilizes only the measured engine speed to determine a desired actuator position from the map, and produces a control signal for effecting actuator operation. The control signal generated by the ECU can be converted to an analog signal by pulse width modulation, for example. The control signal is sent to an actuator for placing the actuator into the desired actuator position. The actuator is connected to a variable geometry member in the turbocharger so that operation and placement of the actuator into the desired actuator position thereby places the variable geometry member into a desired position to effect the desired change in turbocharger operation.

Abstract: A turbocharger comprises a center housing, and a shaft positioned therein having a first end and a second end. A turbine housing is attached to one side of the center housing and has a turbine wheel disposed therein that is coupled to the first end of the shaft. A first variable geometry member is disposed within the turbine housing between an exhaust gas inlet and the turbine wheel. A compressor housing is attached to another side of the center housing opposite the turbine housing, and includes a compressor impeller disposed therein. The compressor impeller is coupled to the second end of the shaft. A second variable geometry member is disposed within the compressor housing, and is interposed between an air outlet and the compressor impeller. An actuator assembly is disposed within the turbocharger and is connected to both of the variable geometry members to provide simultaneous actuation of the same.

Abstract: Improved vanes of this invention are constructed for use within a variable geometry turbocharger assembly. Each vane comprises an inner airfoil surface oriented adjacent a turbine wheel, and an outer airfoil surface oriented opposite the inner airfoil surface. The inner and outer airfoil surfaces define a vane airfoil thickness. Each vane includes a leading edge positioned along a first inner and outer airfoil surface junction, a trailing edge positioned along a second inner and outer surface junction, a hole disposed within a first axial vane surface substantially parallel to an outer nozzle wall for receiving a respective post therein, and an actuation tab extending from a second axial vane surface opposite from the first vane surface. A key feature of improved vanes of this invention is that they have an airfoil thickness that is greater than 0.16 times a length of the vane as measured between the vane leading and trailing edges.

Abstract: Control method for variable geometry turbocharger and related system are disclosed, wherein a boost target for a turbocharger is determined. Next, an error value between target boost and actual boost pressure is calculated and utilized to determine a new vane position. For example, the new vane position can be determined by calculating a needed change in vane position from the equation, &Dgr;&thgr;=kp(err)+kd·d(err)/dt, where &Dgr;&thgr; is the change in vane position, kp is a proportional gain value, kd is a differential gain value, and err is the error value between the boost target and the actual boost. A new vane position for the turbocharger is then determined by summing &Dgr;&thgr; with the previous vane position, and the turbocharger's set of vanes is positioned according to the new vane position. An open loop diagnostic mechanism and a feed-forward mechanism can also be employed to enhance vane positioning.

Abstract: Exemplary methods, devices and/or system for enhancing engine performance through use of one or more compressors and/or one or more turbines. An exemplary system includes an electric compressor to boost intake charge pressure supplied to an internal combustion engine; an electric turbine to generate electrical power from exhaust received from the internal combustion engine; and an electric power control to provide electrical power from a power storage to the electric compressor upon a request for boost and to provide electrical power generated by the electric turbine to the electric compressor after a request for boost and upon a depletion of the power storage to a predetermined power storage level. Various other exemplary methods, devices and/or systems are also disclosed.

Abstract: Exemplary methods, devices, and/or systems are suitable for regenerating a plurality of after-treatment units. An exemplary method includes selecting less than all of a plurality of after-treatment units and adjusting air to fuel ratio for less than all of a plurality of combustion chambers of an engine to thereby cause the selected after-treatment units to receive exhaust having hydrocarbon and oxygen concentrations that favor regeneration of the selected after-treatment units. Other exemplary methods, devices and/or systems are also disclosed.

Abstract: Methods, devices, and/or systems for controlling intake to and/or exhaust from an internal combustion engine. An exemplary method for controlling intake charge pressure to an internal combustion engine includes determining one or more control parameters based at least partially on an intake charge target pressure; and outputting the one or more control parameters to control an electric motor operatively coupled to a compressor capable of boosting intake charge pressure and to control a variable geometry actuator capable of adjusting exhaust flow to a turbine.

Abstract: A turbocharger comprises a center housing, and a shaft positioned therein having a first end and a second end. A turbine housing is attached to one side of the center housing and has a turbine wheel disposed therein that is coupled to the first end of the shaft. A first variable geometry member is disposed within the turbine housing between an exhaust gas inlet and the turbine wheel. A compressor housing is attached to another side of the center housing opposite the turbine housing, and includes a compressor impeller disposed therein. The compressor impeller is coupled to the second end of the shaft. A second variable geometry member is disposed within the compressor housing, and is interposed between an air outlet and the compressor impeller. An actuator assembly is disposed within the turbocharger and is connected to both of the variable geometry members to provide simultaneous actuation of the same.

Abstract: Control method for variable geometry turbocharger and related system are disclosed, wherein a boost target for a turbocharger is determined. Next, an error value between target boost and actual boost pressure is calculated and utilized to determine a new vane position. For example, the new vane position can be determined by calculating a needed change in vane position from the equation, &Dgr;&thgr;=kp(err)+kd(err)/dt, where &Dgr;&thgr; is the change in vane position, kp is a proportional gain value, kd is a differential gain value, and err is the error value between the boost target and the actual boost. A new vane position for the turbocharger is then determined by summing &Dgr;&thgr; with the previous vane position, and the turbocharger's set of vanes is positioned according to the new vane position. An open loop diagnostic mechanism and a feed-forward mechanism can also be employed to enhance vane positioning.

Abstract: Methods and systems of this invention for positioning a variable geometry member disposed within a variable geometry turbocharger involve determining a boost pressure target for the turbocharger and comparing the same to an actual boost to calculate an error value, errboost.

Abstract: A shaft seal for use with a unison ring actuator crank is disposed within a center or bearing housing of a variable nozzle turbocharger to reduce leakage of hot exhaust gas from an adjacent turbine housing. A seal ring is disposed within the turbine housing backing plate which has two differently sized diameter sections. The seal ring is positioned within a relatively larger diameter opening section and has an inside diameter sized to permit independent rotation around the shaft and an outside diameter sized to cover a relatively smaller diameter opening section. A relieved back surface directed towards the center housing such as a conical back surface that is tapered axially inwardly moving radially from the outside diameter to the inside diameter of the seal ring provides the desired sealing while not adding to the operating friction of the crank.

Abstract: A throttle loss recovery turbine and supercharger device (10) comprises a housing (12) having a movable intake port (36) and a separately movable exhaust port (38). An outer drum is rotatably placed within the housing. An inner drum (24) is rotatably disposed within the housing, and within an inside diameter of the outer drum (18). The inner drum has an axis of rotation (30) eccentric to an axis of rotation of the outer drum, defining a variable volume annular space (26) therebetween. The inner and outer drum are configured to rotate within the housing at a 1:1 ratio with one another, and the intake and exhaust ports are each in air flow communication with some portion of the annular space. A number of vanes (20) are each interposed radially between the inner and outer drums. Each vane is pivotably attached at one end (22) to the outer drum, and is attached at an opposite end to the inner drum. At least one drum is coupled to an engine crankshaft.

Abstract: Exemplary methods, devices and/or system for reducing noise produced by a turbine, such as, a turbocharger turbine. An exemplary exhaust conduit employs material to absorb exhaust-borne noise and/or structure-borne noise. Another exemplary exhaust conduit employs features that dampen wall vibration.

Abstract: Variable geometry turbochargers comprise a turbine housing having an exhaust gas inlet and outlet, a volute connected to the inlet, and a nozzle wall adjacent the volute. A turbine wheel is carried within the turbine housing and is attached to a shaft. A plurality of movable vanes are disposed within the turbine housing adjacent the nozzle wall, and are positioned between the exhaust gas inlet and turbine wheel. The turbine housing includes a bypass exhaust gas flow port disposed internally therein having an inlet opening positioned upstream from the turbine wheel, and a outlet opening positioned downstream from the turbine wheel. The vanes are positioned adjacent respective bypass ports such that the inlet opening for each port is at least partially covered by a respective vane depending on vane placement. The inlet opening is exposed for facilitating bypass exhaust gas flow through the turbocharger when the respective vane is actuated or moved into an open position.

Abstract: Improved vanes of this invention are constructed for use within a variable geometry turbocharger assembly. Each vane comprises an inner airfoil surface oriented adjacent a turbine wheel, and an outer airfoil surface oriented opposite the inner airfoil surface. The inner and outer airfoil surfaces define a vane airfoil thickness. Each vane includes a leading edge positioned along a first inner and outer airfoil surface junction, a trailing edge positioned along a second inner and outer surface junction, a hole disposed within a first axial vane surface substantially parallel to an outer nozzle wall for receiving a respective post therein, and an actuation tab extending from a second axial vane surface opposite from the first vane surface. A key feature of improved vanes of this invention is that they have an airfoil thickness that is greater than 0.16 times a length of the vane as measured between the vane leading and trailing edges.

Abstract: A shaft seal for use with a unison ring actuator crank is disposed within a center or bearing housing of a variable nozzle turbocharger to reduce leakage of hot exhaust gas from an adjacent turbine housing. A seal ring is disposed within the turbine housing backing plate which has two differently sized diameter sections. The seal ring is positioned within a relatively larger diameter opening section and has an inside diameter sized to permit independent rotation around the shaft and an outside diameter sized to cover a relatively smaller diameter opening section. A relieved back surface directed towards the center housing such as a conical back surface that is tapered axially inwardly moving radially from the outside diameter to the inside diameter of the seal ring provides the desired sealing while not adding to the operating friction of the crank.

Abstract: A vane and post arrangement for a variable geometry turbocharger employs vanes having a hole in a first end surface receiving a post extending from a surface of the nozzle in the turbine housing. A second end surface on each vane incorporates an extending tab which is received in a respective slot in a unison ring for rotation of the vanes on the posts upon movement of the unison ring.

Abstract: A vane and post arrangement for a variable geometry turbocharger employs vanes having a hole in a first end surface receiving a post extending from a surface of the nozzle in the turbine housing. A second end surface on each vane incorporates an extending tab which is received in a respective slot in a unison ring for rotation of the vanes on the posts upon movement of the unison ring.