Abstract: A combustion-powered tool comprises a primary combustion chamber, a secondary combustion chamber, and a working piston that is in fluidic connection with the secondary combustion chamber so as to be exposed to the pressures developed within the secondary combustion chamber, when combustion takes place within the secondary combustion chamber, such that the working piston can be driven through its working or power stroke.

Abstract: A process is provided for improving combustion control and fuel efficiency in rotary and reciprocating IC engines by enabling leaner combustion at higher compression ratios using less heat for ignition. Embodiments employ secondary chambers of minimal total volume within a cylinder periphery. These chambers communicate with a main chamber via conduits and enable a radical ignition (“RI”) species generation and supply process that starts in earlier cycles to be augmented and used in later cycles. Measures regulate the RI species generated and provided to the main chamber. These species alter dominant chain-initiation reactions of the combustion ignition mechanism. Also employed when preferable are fluids of higher heat of vaporization and volatility but lower ignitability than the fuel. This process improves combustion in radical ignition engines and radical augmented spark and compression ignition engines.

Abstract: A charge air cooler comprises an outlet tank having a drain mechanism integrated in a wall thereof. The drain mechanism comprises a first valve head disposed to a first side of the wall, a first spring member disposed between the first valve head and the wall, a second valve head disposed to a second side of the wall, a second spring member disposed between the second valve head and the wall, and a valve stem coupled to each of the first valve head and the second valve head. The valve stem is reciprocatingly disposed within an aperture formed in the wall. The drain mechanism is configured to be in a closed position when an internal pressure within the outlet tank is at least one of greater than a first pressure value and lower than a second pressure value.

Abstract: Synergistic induction and turbocharging includes the use of one or more throttles in close proximity to each cylinder intake valve to control air flow in each intake port delivering air to combustion cylinders in an internal combustion engine system. A turbocharger may also be affixed in close proximity to each cylinder exhaust valve to enable a synergistic combination of hyper-filling cylinders with combustion air and immediate harvesting of exhaust gas by adjacent turbochargers. In some implementations the turbochargers may be low-inertia turbochargers. The combination of individual throttles per intake port and a turbocharger in close proximity to each cylinder enables faster ramp-up of an engine in the early stages of acceleration. Various implementations thus provide improved fuel economy and improved engine performance in tandem, instead of one at the expense of the other.

Abstract: A vehicle is equipped with an internal combustion engine having a forced-induction apparatus with variable boost pressure, a first motor generator for generating electricity while applying negative torque to the engine, and a battery for storing the electricity generated by the first motor generator. During the operation of the engine, a target boost pressure is set lower as the rotational speed of the first motor generator is increased. The engine is controlled such that, with the boost pressure adjusted to the target boost pressure, the output torque of the engine has a required value determined by the accelerator operation amount. Further, while the output torque of the engine is adjusted to the required value, the magnitude of the negative torque by the first motor generator acting on the engine is adjusted such that the engine rotational speed has a target value.

Abstract: An exhaust-gas turbocharger (1) having a turbine housing (2) which has a turbine inlet (3) and a turbine outlet (4) and which connects a wastegate duct (5) between the turbine housing inlet (3) and the turbine housing outlet (4), which wastegate duct can be opened and closed via a shut-off element (6). The shut-off element is in the form of a piston (6) which is guided in a longitudinally displaceable manner in an interior space (14) of a guide (7), and the wastegate duct (5) opens into the interior space (14) transversely with respect to the longitudinal central line (L) of the guide (7).

Abstract: A bypass mechanism is disclosed for use with a turbocharger. The bypass mechanism may have an exhaust passage formed by at least a first wall, and a bypass manifold formed by at least a second wall surrounding the exhaust passage and including a space between the first wall and the second wall. The bypass mechanism may further have at least one opening in the first wall fluidly connecting the exhaust passage with the space. At least one valve is configured to open and close the opening to selectively allow exhaust gas to pass from the exhaust passage to the space through the at least one opening. The space may be fluidly connected to at least one entry passage of an exhaust stack. In addition, the at least one opening and the at least one entry passage may be positioned on opposite sides of the exhaust passage.

Abstract: An assembly can include a turbine housing that includes a bore, a wastegate seat and a wastegate passage that extends to the wastegate seat; a bushing configured for receipt by the bore; a rotatable wastegate shaft configured for receipt by the bushing; a wastegate plug extending from the wastegate shaft; a control arm operatively coupled to the wastegate shaft; and a biasing cam operatively coupled to the control arm wherein the biasing cam comprises a disengaged orientation associated with a closed position of the wastegate plug with respect to the wastegate seat and an engaged orientation associated with an open position of the wastegate plug with respect to the wastegate seat. Various other examples of devices, assemblies, systems, methods, etc., are also disclosed.

Abstract: An engine can include at least one piston, a block, a fluid delivery system, and an output shaft. The block can define at least one cylinder. The piston can be received in the cylinder. The piston can be operable to reciprocally move rectilinearly while positioned in the cylinder. The fluid delivery system can be operable to communicate air and combustible fuel to the cylinder. The piston can be operable to compress the air and combustible fuel. The output shaft can be driven in motion by the piston and extend beyond the block to a distal end. The output shaft is limited to rectilinear movement.

Abstract: At least one controller manages a gas turbine engine driving a generator directly or indirectly coupled to the engine. The controller is programmed to automatically determine and adjust inputs to the gas turbine engine in order to cause the generator to produce a user-specified electrical output. Multiple sets of generator, engine, and controller may be used, in which case a master controller individually manages the other controllers to collectively provide the a user-specified electrical output.

Abstract: A gas turbine includes a compressor and a combustor; a SOFC having a cathode and an anode; a first compression air supply line supplying compression air to the combustor; a second compression air supply line supplying compression air to the cathode; an exhaust air supply line supplying exhaust air discharged from the cathode to the combustor; a first fuel gas supply line supplying a fuel gas to the combustor; a second fuel gas supply line supplying a fuel gas to the anode; a fuel gas supply ratio change unit capable of changing a supply ratio of the fuel gas supplied to the combustor and the fuel gas supplied to the anode; an exhaust fuel gas supply line supplying an exhaust fuel gas discharged from the anode to the combustor; and a controller performing open-close control of the control valves and according to an operation state of the SOFC.

Abstract: An inlet particle separator system for an engine includes a hub section, a shroud section, a splitter, and a plasma flow control actuator. The shroud section surrounds at least a portion of the hub section and is spaced apart therefrom to define a passageway having an air inlet. The splitter is disposed downstream of the air inlet and extends into the passageway to divide the passageway into a scavenge flow path and an engine flow path. The plasma flow control actuator is coupled to the hub section and is disposed between the air inlet and the splitter.

Abstract: The present invention relates to a gas turbine device using a supercritical fluid as a cooling fluid, the gas turbine device having a compressor for compressing air, a combustor for burning the air emitted from the compressor and fuel, and a turbine driven by the burned gas emitted from the combustor, wherein the gas turbine device includes cooling passages formed in the combustor and the turbine, along which the supercritical fluid as a cooling fluid flows to allow the combustor and the turbine to be cooled.

Abstract: A front-fan turbojet engine including at least one fluid circuit and an air/fluid heat exchanger by which the fluid is cooled by air external to the turbojet engine and a splitter for splitting a flow downstream of the fan between a primary flow and a secondary flow. The heat exchanger is associated with a thermoelectric generator including a first and a second thermal exchange surface, of which the first surface is in thermal contact with the airflow and the second surface is in thermal contact with the fluid to be cooled in the exchanger.

Abstract: A method is provided for pulling a bearing body off the rotor of a gas turbine having a casing, while the casing is closed. The method includes fixing a shaft extension on the relevant end of the rotor. In order to free the bearing body of the weight of the rotor, the method involves supporting the rotor and/or holding the rotor. The method further includes fitting sliding elements between the bearing body and the rotor, and moving the bearing body axially along the machine axis onto the shaft extension.

Abstract: A gas turbine AGB has a front lateral face, a rear lateral face opposite from the front lateral face, and a peripheral rim closing the box. At least one gear train is mounted in the AGB and is made up of a plurality of gearwheels meshing together, and designed to be coupled to a drive shaft for driving an accessory. The AGB further comprises, mounted between a central shaft carrying each gearwheel and the drive shaft, a decoupling unit for decoupling the accessory and constituted by a dog clutch having axial teeth co-operating with complementary teeth of the central shaft. The dog clutch includes internal fluting engaged with the corresponding external fluting of the drive shaft. The decoupling unit is controlled by an electric actuator acting on the movement of a plunger pin having one end co-operating with an outer helical groove in the dog clutch.

Abstract: A throttle body having an integrated sector gear which includes a sector gear component, a bushing integrally formed with the sector gear component such that the bushing and sector gear component are a single part, and an insert, where the bushing and the sector gear formed around the insert. The insert includes a first arm and a second arm, and the insert is configurable to be formed with the sector gear and the bushing to be suitable for use with one or more packaging requirements of the throttle body.

Abstract: A valve timing control system includes: a check valve which is provided between an oil pump driven by the engine, and the lock release passage; an electromagnetic valve which is disposed between the check valve and the lock release passage; an accumulator disposed between the check valve and the electromagnetic valve; and a passage which is disposed between the check valve and the electromagnetic valve, in which the flow of the oil is stored, and which is arranged to release the restriction of the lock mechanism by a pressure of the accumulator by energizing the valve driving solenoid of the electromagnetic valve.

Abstract: A natural gas engine equipped with a mechanism that introduces exhaust gas into a cylinder during an intake stroke, and in which an amount of diesel fuel injected into a cylinder is set to a diesel fuel amount for idling condition across an entire operating region of an engine, engine output is increased or decreased by increasing or decreasing an amount of a natural gas fuel, and fuel injection of the diesel fuel into a cylinder is performed using multi-injection in a high load region in which the accelerator opening degree is greater than a preset first opening degree.

Abstract: A gas turbine engine includes a compressor for compressing air from an environment; a combustor for receiving the compressed air from the compressor, mixing the compressed air with fuel, and combusting the fuel; a turbine coupled with the compressor for receiving exhaust gas from the combustion and powering the compressor; and an injector coupled with a source of oxidizer for injecting the oxidizer into the combustor. A method for operating a gas turbine engine includes compressing air from an environment; receiving the compressed air at a combustor; mixing the compressed air with fuel; injecting oxidizer into the combustor in addition to the air from the environment; combusting the fuel with the compressed air and the oxidizer; receiving exhaust gas from the combusted fuel; and powering the compression of the air from the environment using the exhaust gas.

Abstract: The present invention relates to a method and device for controlling a vehicle, more particularly, the power train of a compacting machine for earth moving operations, comprising a hydraulic travel pump and a hydraulic travel motor. Control is effected according to a specified control profile when a specified driving operation is to be carried out in that an adjustment of the travel pump is carried out which is independent of the rotational speed of the internal combustion engine. This makes it possible to retain, on the one hand, the rotational speed of the internal combustion engine in the case of abrupt stops of movement or changes in the direction of movement and, on the other hand, to adapt the rotational speed of the engine in the case of somewhat longer uninterrupted pauses between two changes in the traveling behavior, wherein comparatively large fluctuations in the rotational speed are avoided.

Abstract: A method for controlling an engine in a hybrid electric vehicle according to the present disclosure includes, in response to a drive motor being unavailable, commanding an engine power equal to the lesser of a first and a second power. The first power is sufficient to satisfy a driver wheel torque request at the current engine speed, and the second power corresponds to a maximum engine torque available at a target engine speed, where the target engine speed is selected to attain a desired battery state of charge.

Abstract: Provided is a boat engine idling revolution number control device, which includes a control unit (30) for performing control so that an engine revolution number converges to a target revolution number based on a result of detection of an engine state. The control unit includes: a decelerating running determining section (314); and a running-load correction calculating function section (315) for calculating a running-load correction signal for correcting a basic torque rate based on the result of determination by the decelerating running determining section and a shift position state detected by the neutral switch. The running-load correction calculating function section resets the running-load correction signal to zero when detecting, based on a behavior of the engine revolution number after the running-load correction, that the engine revolution number is larger than a threshold value calculated based on the target revolution number and the engine revolution number increases.

Abstract: A control device of a multi-cylinder engine is provided. The device includes first and second auxiliary components. The first auxiliary component generates energy. The device includes an angular speed variation detecting device for detecting an angular speed variation of a crankshaft, and an auxiliary component control device for controlling drive loads of the first and second auxiliary components. When an engine load is low and the angular speed variation exceeds a predetermined threshold, the auxiliary component control device increases a total drive load of the auxiliary components. Here, if the drive load of the first auxiliary component is increasable, the drive load of the first auxiliary component is increased, and when this increase amount is insufficient, the drive load of the second auxiliary component is increased, whereas if the drive load of the first auxiliary component is not increasable, the drive load of the second auxiliary component is increased.

Abstract: A system for controlling operation of an internal combustion engine includes a controller configured to send signals for controlling at least one of air-fuel ratio, spark-ignition timing, and fuel injection timing to an internal combustion engine. The system further includes a sensor configured to send a signal indicative of exhaust gas temperature to the controller. The system is configured to control at least one of the air-fuel ratio, spark-ignition timing, and fuel injection timing based on a signal indicative of at least one of an operating condition of the internal combustion engine and load on the internal combustion engine, and a difference between a target exhaust gas temperature and the signal indicative of the exhaust gas temperature.

Abstract: A method is provided for operating a vehicular engine that comprises a plurality of pistons and a plurality of cylinders. The method comprises detecting an engine temperature and detecting an alcohol concentration of fuel. The method further comprises selecting an amount of fuel according to the engine temperature and the alcohol concentration and selectively dispensing the amount of fuel to the cylinders.

Abstract: A natural gas system for an intake manifold of a dual fuel engine is provided. The natural gas system includes a heat exchanger configured to exchange heat with a first stream of natural gas passing therethrough. The natural gas system further includes a temperature regulating assembly positioned downstream of the heat exchanger with respect to the first stream of the natural gas. The temperature regulating assembly includes a conduit having an inlet and an outlet. The temperature regulating assembly also includes a supply line in selective fluid communication with the conduit. The temperature regulating assembly further includes a temperature sensing assembly provided within the conduit. Further, the introduction of the second stream is based on a temperature of the natural gas within the conduit.

Abstract: A basic EGR flow rate calculation part calculates a basic EGR flow rate based on an intake manifold pressure, which is a pressure in an intake manifold, an exhaust pressure, which is a pressure in an exhaust pipe, an exhaust temperature, which is a temperature in the exhaust pipe, and an opening degree of an EGR valve. An EGR flow rate correction part corrects the basic EGR flow rate based on an intake manifold pressure ratio, which is a ratio between the intake manifold pressure and the exhaust pressure, and an exhaust VVT phase angle of an exhaust VVT mechanism, to thereby calculate a corrected EGR flow rate as an EGR flow rate.

Abstract: A control device for an internal combustion engine includes an intake gas compressor, a cooling water circuit, an intercooler and an EGR device. An ECU is configured to: (a) control the temperature, of the cooling water of the intercooler to a target temperature in a specified external air state in which an external air temperature and an external air humidity are a specified temperature and a specified humidity, the target temperature being the temperature of the cooling water of the intercooler required for ensuring a specified performance in the specified external air state; and (b) control the EGR device based on an EGR rate mapping of the EGR rate. The EGR rate mapping being set so that a dew point of gas flowing into the intercooler does not exceed the target temperature.

Abstract: A system according to the principles of the present disclosure includes a cylinder activation module and a spark control module. The cylinder activation module selectively deactivates and reactivates a cylinder of an engine. The cylinder activation module deactivates the cylinder after intake air is drawn into the cylinder and before fuel is injected into the cylinder or spark is generated in the cylinder. When the cylinder is reactivated, the spark control module selectively controls a spark plug to generate spark in the cylinder before an intake valve or an exhaust valve of the cylinder is opened.

Abstract: Methods and systems are described for an engine with a SCR system including NOx sensors upstream and downstream of catalyst. One method includes monitoring SCR performance via calculating SCR conversion efficiency at different catalyst temperatures. Further, feedgas NOx levels are artificially increased when SCR device temperature is above a threshold to obtain more reliable readings from NOx sensors.

Abstract: A controller for an engine controls a throttle opening degree. The controller includes a target opening degree calculating section that selects either a primary request value for a throttle opening degree that corresponds to a torque request or a secondary request value that corresponds to another request and that calculates a target throttle opening degree from the selected one of the first and secondary request values. If the primary request value has been selected, an abnormality occurrence determining section determines whether or not an abnormality has occurred, in accordance with a magnitude of a deviation of the primary request value from the target throttle opening degree. If the secondary request value has been selected, the abnormality occurrence determining section determines whether or not an abnormality has occurred, in accordance with whether or not the target throttle opening degree is greater than or equal to a predetermined upper limit value.

Abstract: A control system for an engine adjusts an engine torque based on an operation of an organ-type accelerator pedal for pivoting about a supporting point. The control system includes an accelerator opening acquiring module for acquiring an accelerator opening, a target acceleration setting module for setting a target acceleration of a vehicle based on the acquired acceleration opening, and an engine control module for adjusting the engine torque to achieve the set target acceleration. The target acceleration setting module sets the target acceleration corresponding to the acquired accelerator opening by using a predetermined range of the accelerator opening including a value at which the target acceleration becomes zero. The predetermined range is set such that a pedal reaction force F (N) applied from a predetermined position of the accelerator pedal when the accelerator opening is within the predetermined range is within a range of 2.5?F?26.

Abstract: A control system of an engine is provided. The control system includes a deceleration fuel cutoff module for performing a deceleration fuel cutoff when a deceleration fuel cutoff condition is satisfied in an engine decelerating state, a purge unit for purging by supplying a purge gas to an intake passage during the deceleration fuel cutoff, an exhaust emission control catalyst provided in an exhaust passage, an O2 sensor provided at a position of the exhaust passage downstream of the exhaust emission control catalyst, an abnormality determining module for determining an abnormality of the exhaust emission control catalyst, and a purge restricting module for restricting the purge during an immediately previous deceleration fuel cutoff.

Abstract: A device for the electronically controlled lean out of mechanical fuel injected engines comprising a wide band air fuel ratio sensor and a printed circuit board (PCB) connected to the wide band air fuel ratio gauge/controller. The printed circuit board (PCB) is connected to the wide band air fuel ratio sensor's power, ground, and signal wires. The computer controlled stepper motor is connected to the printed circuit board (PCB). A variable valve spool is retained in a fuel block and connected to the computer controlled stepper motor. Rotating the variable valve spool continuously adjusts and controls the air fuel ratio of the engine in real time by regulating the amount of fuel returned the fuel tank and the amount of fuel delivered to the barrel valve in a mechanically fuel injected engine. A jet can be used in combination with the fuel bock to further fine tune the fuel flow.

Abstract: A method for verifying the validity of an output of a particulate matter sensor mounted in an engine exhaust system downstream of a diesel particulate filter, the particulate matter sensor including a pair of electrodes spaced apart from each other, includes initiating regeneration of the diesel particulate filter, applying and maintaining a higher than nominal voltage across the electrodes following the step of initiating regeneration of the diesel particulate filter, and measuring an electrical parameter across the electrodes while the higher voltage is applied across the electrodes, where the electrical parameter is indicative of an amount of soot accumulated on the sensor. The reading of accumulated soot is evaluated to determine whether the sensor is indicating that the amount of accumulated soot is within an expected range based on a clean diesel particulate filter and the elevated applied voltage.

Abstract: A compression ignition engine (10) operates to fuel an engine cylinder (12) to create an in-cylinder air-fuel charge and to cause that charge to autoignite. A fuel injector (20) operates to inject fuel into the engine cylinder for substantially the entire duration of a first phase (24) of fuel injection at substantially the maximum injection pressure that the fuel injector can deliver to create a premixed fraction of the in-cylinder air-fuel charge prior to autoignition. As the first phase ends, fuel injection transitions to a second phase (26) which commences in advance of autoignition. During the second phase, the fuel injector injects fuel into the engine cylinder at a rate of injection that is significantly less than the rate of injection used during the first phase.

Abstract: A controller for a gas engine includes a cycle detection unit 67 configured to detect a crank angle period of a single combustion cycle of an engine including a plurality of cylinders based on a crank angle detection value inputted from a crank angle detector 75, a misfire detection unit 69 configured to detect a misfire in a combustion chamber 37 based on an in-cylinder pressure detection value inputted from the in-cylinder pressure detector 59, and a simultaneous misfire determination unit 73 configured to determine a simultaneous misfire of more than one cylinder when a total number of cylinders where the misfire is detected in the single combustion cycle by the misfire detection unit 69 is not less than a preset threshold value of a cylinder number. The fuel gas to all of the cylinders is shut off when the simultaneous misfire of more than one cylinder in the single combustion cycle is determined by the simultaneous misfire determination unit 73.

Abstract: An apparatus and a method for controlling an internal combustion engine, detects a rotating direction of an output shaft of the internal combustion engine. The internal combustion engine includes a crank angle sensor for outputting a pulse signal in accordance with rotation of a crankshaft. The crank angle sensor outputs at the time of reverse rotation of the crankshaft a pulse signal POS having a wider pulse width than that at the time of forward rotation. A control unit receiving pulse signal POS calculates a difference between a present value and a previous value of a pulse width of pulse signal POS and detects switching of a rotating direction of the crankshaft based on a magnitude of this difference. Thus, it is possible to suppress lowering of detection accuracy of a rotating direction of the crankshaft under the influence of variation of measurement values of the pulse width.

Abstract: An internal combustion engine includes a cylinder case forming a cylinder bore having a centerline and an inner bore surface. A piston disposed within the cylinder bore forms a crown surface. A region defined between the piston and the cylinder bore in a radial direction has an annularly shaped mouth opening surrounding the crown surface. A cylinder head is disposed to cover an open end of the cylinder bore such that a variable volume is defined within the cylinder bore between the cylinder head and the piston. The cylinder head also forms a flame deck in fluid contact with the variable volume. A deflector structure forms a portion of the inner bore surface adjacent the flame deck surface, and is disposed between the flame deck and a topmost ring seal groove of the piston when the piston is at a TDC position.

Abstract: In an internal combustion engine, a first oil chamber includes a curved surface portion provided on the upstream side in an oil flow direction and an inclined surface portion provided on the downstream side. The engine is so constructed that oil drops from upper oil passages onto the curved surface portion on the upstream side of the first oil chamber and the inclined surface portion on the downstream side. The curved surface portion on the upstream side has a curved shape which is convex downward, and the inclined surface portion on the downstream side has a slope shape which is inclined downward with respect to the horizontal direction. The curved shape of the curved surface portion on the upstream side is connected to the inclined surface portion before a tangent line of the curved surface portion turns to the horizontal direction.

Abstract: An attachment structure and ceramic matrix composite liner combination for a gas turbine engine has a ceramic matrix composite liner including plural flanges extending away from a face of said liner. The flanges have an opening and a bracket secured to the flanges by a securement member extending through the opening in the flange, and through an opening in the bracket. The flanges are secured to the securement member through at least one washer having a spherical face facing a spherical recess in the flanges.

Abstract: A carburetor comprises a rotation-typed control valve which opens or closes a second bleed air passage according to an opening degree of the throttle valve. The control valve includes an upper end portion of a valve stem, and in a projection plane orthogonal to an axis of an aspirating channel, a first bleed air passage is arranged on one side of the valve stem, an upstream-side passage portion starting from the control valve of the second bleed air passage is arranged on an upper side of the aspirating channel, a downstream-side passage portion starting from the control valve of the second bleed air passage is arranged on the one side of the valve stem, and a downstream end of the downstream-side passage portion is connected to a midway portion of the first bleed air passage.

Abstract: A fuel system that in at least some implementations includes a carburetor having a fluid passage, a solenoid, a valve, a driver circuit and a control circuit. The valve may be moved by the solenoid between an open position permitting fluid flow through the fluid passage and a closed position at least partially inhibiting fluid flow through the fluid passage. The driver circuit and control circuit are communicated with the solenoid to contribute to providing power to the solenoid and controlling actuation of the solenoid. The driver circuit and control circuit provide a first magnitude of power to the solenoid to initially change the solenoid from its closed position to its open position and a second magnitude of power to maintain the solenoid in its open position wherein the second magnitude of power is less than the first magnitude.

Abstract: A six stroke high thermal efficiency engine and a method for operating such an engine are disclosed. Oxygen or oxygen-enriched air is used as the oxidizer, heat is recovered from the two exhaust strokes, superheated steam is used in the second power stroke, and high levels of exhaust gas from stroke four are recirculated. Lean burn combustion is utilized to produce an oxygen rich exhaust which results in very low levels of particulates, unburned hydrocarbons, and carbon monoxide. Due to high thermal efficiency, carbon dioxide emissions are reduced per unit of power output. Use of oxygen or oxygen-enriched air as the oxidizer produces an exhaust containing very low levels of nitrogen oxides. The engine is insulated to conserve heat, resulting in reduced engine noise. An engine with high thermal efficiency, quiet operation, and low emissions is the result.

Abstract: A method for desulphurizing an exhaust-gas recirculation flow of an internal combustion engine supplied to the internal combustion engine on the fresh-air side includes branching a partial exhaust-gas flow from the exhaust-gas flow of the internal combustion engine. At least one reactant is supplied to the partial exhaust-gas flow that splits to form ammonia, and the thus laden partial exhaust-gas flow is supplied partially, as an exhaust-gas recirculation flow, to the fresh-air side and partially, as an aftertreatment partial flow, to an exhaust-gas aftertreatment system. The flow rate of the exhaust-gas recirculation flow supplied to the fresh-air side and the flow rate of the aftertreatment partial flow supplied to the exhaust gas aftertreatment system are predefined and/or varied by a regulating device as a function of at least one operating parameter that defines the respective operating state of the internal combustion engine.

Abstract: A turbocharger includes a turbine, a compressor, and a bearing housing forming a bearing bore. A bearing arrangement is disposed between a shaft interconnecting the turbine and compressor wheels, and the bearing housing. The bearing arrangement includes first and second bearings formed within an outer bearing race element having an outer wall that engages a bearing bore along four bearing surfaces that are disposed in pairs around two oil feed galleys formed in the outer wall, the outer wall further forming peripherally extending oil drainage grooves disposed such that oil provided from the oil feed galleys that passes through some of the bearing surfaces drains through the peripherally extending oil drainage grooves.

Abstract: A method of controlling cooling flow through a coolant system of an internal combustion engine having an electronic control module, a cooling throttle, an EGR cooler, and an interstage cooler is provided. A pressure within a coolant system is determined. A temperature within the coolant system is determined. A temperature of exhaust gas exiting an EGR cooler is determined. A temperature of intake air exiting an interstage cooler is determined. A position of a cooling throttle within the coolant system is adjusted based upon at least one of the determined pressure within the coolant system, temperature within the coolant system, temperature of exhaust gas exiting the EGR cooler, and temperature of intake air exiting an interstage cooler being above respective predefined thresholds to adjust fluid flow within the coolant system.

Abstract: A low pressure valve for controlling exhaust gas recirculation in an internal combustion engine for a vehicle includes a housing, which contains a channel section for exhaust gas guidance, and a valve element disposed in the housing to control the exhaust gas passage in the channel section. An actuating drive is mounted on the housing and adjusts the valve element. The actuating drive is formed of an electromagnetic rotary actuator with a drive shaft thereof. The drive shaft is routed in an extended manner out of a rotary actuator housing and is in the form of an actuating shaft. The actuating shaft extends continuously to the housing and protrudes into the housing transversely to the flow direction, engages therein at the valve element in a non-rotatable manner and can be rotationally adjusted about the axis to actuate the valve element.

Abstract: An exhaust gas valve device for an internal combustion engine includes, an actor, an actor housing, a valve housing connected to the actor housing, an exhaust gas inlet, an exhaust gas outlet, a valve comprising a movement transmission member and a control body, and a coolant channel comprising a coolant inlet port and a coolant outlet port. The valve is configured to control a flow cross-section between the exhaust gas inlet and the exhaust gas outlet. The coolant channel is arranged to extend in the actor housing and in the valve housing. The coolant inlet port and the coolant outlet port are arranged on the actor housing.