Abstract: A blow-by gas reduction device includes: a gas return pipe, one end of which is connected to an engine and the other end of which is connected to an intake pipe, to return a blow-by gas in the engine to an intake side; an oil separator that is connected to the gas return pipe; an oil return pipe that is connected to the oil separator and is disposed with an inclination so as to return the oil to an inside of the engine; and a check valve that is provided in the oil return pipe, wherein the oil return pipe between the oil separator and the check valve is formed such that that the oil return pipe located at the check valve side is located at a lower side everywhere as compared with the oil return pipe located at the oil separator side.

Abstract: The burner includes a first tube portion having a tube end including an ejection port and a second tube portion extending toward the ejection port in the first tube portion. The combustion gas generated by combusting air-fuel mixture is ejected from the ejection port. The second tube portion includes a heat exchanging portion that vaporizes liquid fuel with combustion heat of the combustion chamber and supplies the vaporized fuel to the premixing chamber. The outer surface of the second tube portion functions as a heat receiving surface of the heat exchanging portion. A fuel supply section of the burner is configured to vaporize liquid fuel and supply the vaporized fuel to the premixing chamber, and supply liquid fuel to the heat exchanging portion.

Abstract: An exhaust purification system includes: a NOx reduction catalyst for reducing and purifying NOx in an exhaust gas; a catalyst regeneration control module for executing a catalyst regeneration process of restoring a NOx purification capacity of the NOx reduction catalyst by switching an air-fuel ratio of the exhaust gas from a lean state to a rich state by using in parallel an air system control to reduce an intake air amount and an injection system control to increase a fuel injection amount; an exhaust gas temperature sensor that is provided on a downstream side of the NOx reduction catalyst on an exhaust passageway; a catalyst temperature estimating module for estimating a catalyst temperature of the NOx reduction catalyst; a temperature sensor value estimating module for estimating a sensor value of the exhaust gas temperature sensor; and an abnormality determination module for determining on an abnormality of a catalyst regeneration process.

Abstract: A reducing agent injection device includes a honeycomb structure and a urea spraying device spraying a urea water solution in mist form. A pair of electrode members is formed in the honeycomb structure. The honeycomb structure of the reducing agent injection device, the hydraulic diameter HD, defined as HD=4×S/C, when the area of the cross section of one of the cells in the cross section perpendicular to the cell extending direction is S, and the peripheral length of the cross section of one of the cells is C, is 0.8 to 2.0 mm. Also, the open frontal area OFA of the honeycomb structure in the cross section perpendicular to the cell extending direction is 45 to 80%.

Abstract: An exhaust gas cleaning component, having a housing with an inflow port and an outflow port, a first honeycomb structure in the housing with a casing, the casing having an outer surface over which exhaust gas can flow, and also having an applicator device by which an exhaust gas cleaning additive can be applied to the outer surface of the casing.

Abstract: A method and a control assembly for operating an exhaust gas system of a motor vehicle is disclosed. Measuring values are evaluated, which indicate a content of nitrogen oxides in an exhaust gas downstream of a catalytic device. The catalytic device is adapted to diminish the content of nitrogen oxides in the exhaust gas produced by an engine of the motor vehicle. Based on the measuring values a quality of a reducing agent supplied to the catalytic device is assessed. The method includes determining whether reducing agent has been filled into a storage tank. A plurality of measuring values is captured during a predetermined period of time, and a magnitude and a frequency of the plurality of measuring values are taken into account to assess the quality of the reducing agent.

Abstract: A reducing agent is supplied to an NOx selective catalytic reduction catalyst in a suitable manner, while suppressing NOx from being produced by oxidation of ammonia in the NOx catalyst. In cases where the temperature of the NOx catalyst is equal to or higher than a predetermined temperature at which ammonia is oxidized, an amount of the reducing agent to be supplied to the NOx catalyst is made larger, when an air fuel ratio of exhaust gas flowing into the NOx catalyst is small, than it is large.

Abstract: A vehicle exhaust system includes an inlet module configured to receive engine exhaust gas and a mixer housing defining an internal cavity that receives engine exhaust gas from the inlet module. An injection component is positioned within the internal cavity and has a fluid inlet and a fluid outlet to direct injected fluid into the internal cavity to mix with the engine exhaust gas. The injection component defines an injection axis and includes an inner structure defining an inner gas flow path and an outer structure defining an outer gas flow path that is between the inner and outer structures and radially outward of the inner gas flow path to improve mixing at the fluid outlet. An outlet module is configured to direct a mixture of engine exhaust gas and fluid to a downstream exhaust component.

Abstract: A co-catalyst system for the removal of NOx from an exhaust gas stream has a layered oxide and a spinel of formula Ni0.15Co0.85CoAlO4. The system converts to nitric oxide to nitrogen gas with high product specificity. The layered oxide is configured to convert NOx in the exhaust gas stream to an N2O intermediate, and the spinel is configured to convert the N2O intermediate to N2.

Abstract: Methods and systems are provided for an exhaust gas mixer. In one example, a system may include a mixer configured to alter exhaust gas flow.

Abstract: A structure of a metal fiber constituting a filter is set to a structure in which a cross-sectional shape of the metal fiber is a curved or bent shape and an outer member and an inner member having a linear expansion coefficient greater than that of the outer member are bonded to each other. Accordingly, the metal fiber is deformed to warp to the outer member side in the length direction thereof when the temperature of the metal fiber increases. When a amount of deformation per unit temperature of the metal fiber is defined as a deformation rate, a amount of change of the deformation rate per unit time changes at a predetermined deformation temperature with the increase in temperature. The deformation temperature is set to a temperature higher than a target temperature of a filter regenerating process.

Abstract: A motor-vehicle component, in particular a particulate-filter unit for diesel engines, includes a main body provided with attachments for connection to the structure of the motor vehicle and an additional body connected to said main body and in turn connected to the structure of the motor vehicle by a connection device that is able to compensate for dimensional variations due to manufacturing tolerances.

Abstract: An exhaust-gas module A for an internal combustion engine, which exhaust-gas module has a base housing having a first side wall, at least one second side wall, an inlet for connection to the internal combustion engine and at least one outlet, wherein the inlet is arranged in the first side wall, and having multiple exhaust-gas purification components which are arranged in the base housing, wherein at least one SCR and/or one DOC are/is provided, wherein the at least one outlet is arranged in the second side wall and serves for the connection of an exhaust tailpipe of the internal combustion engine and/or alternatively for the coupling of an attachment housing, wherein the rest of the base housing, with the exception of the second side wall, is formed without outlets, wherein a connection contour with a circumferential contour U1 which has a basic shape G1 is provided for the connection of the attachment housing, wherein the connection contour delimits the second side wall at the edge, wherein at least one of

Abstract: An isolator in an exhaust system of a vehicle is provided. The isolator comprises a bracket to be connected with an under body of the vehicle; and a gas filled cushion at least partially embedded in the bracket. The cushion is formed to have a through hole in a middle portion and the through hole is configured to receive a hanger connected to an exhaust system.

Abstract: A sealing device for an exhaust manifold includes a main pipe having a connection portion including a mounting groove formed at an interior circumferential surface; a sub pipe having a protruding portion at one end portion, the sub pipe being coupled to the main pipe in a state in which the protruding portion is inserted into the connection portion; a valve mounted at the mounting groove within the connection portion; and a gasket interposed between the protruding portion and the valve within the connection portion.

Abstract: An exhaust system having a pipe for conveying exhaust from an engine, the end of which has an outwardly-protruding lip; a first pipe flange having a hole large enough to allow the lipped end of the pipe to pass through it, and a recessed shoulder adjacent the hole; a collar, configured to releasably encircle said first pipe, to abut with the recessed shoulder at its outer periphery, and the lipped end of the pipe at its inner periphery, thereby preventing the collar and lipped pipe assembly from passing through said hole; and a second pipe flange configured to attach to said first pipe flange to connect a tail pipe to the first pipe, and to hold the pipe, flange and collar assembly together. The invention also provides counterweights for counterweighted lift trucks adapted to secure such exhaust systems, and methods of fitting such exhaust systems.

Abstract: A system and method of operating a cooling system for a vehicle engine, wherein one or more motors are operable to rotate one or more fans. Each of the one or more motors is controlled by a motor controller associated with the motor, in response to a control signal received from a system controller and an enable signal received from the vehicle. The motor controller operates the motor at a speed based upon the control signal if the control signal is received, and operates the motor at a predetermined speed if the control signal is not received but the enable signal is received.

Abstract: The present disclosure provides a method and system, for controlling a coolant circulating in an engine, including: selecting a reference inlet temperature for a coolant flowing through a coolant inlet of an engine; controlling an open rate of the coolant control valve unit based on the reference inlet temperature; sensing an actual inlet temperature of the coolant flowing through the coolant inlet of the engine; sensing an actual outlet temperature of a coolant flowing through a coolant outlet of the engine; calculating a difference value between the actual inlet temperature and the actual outlet temperature; and varying the reference inlet temperature according to the difference value.

Abstract: An assembly comprises a wet compartment (100) having at least one inlet opening for allowing water to enter the wet compartment (100), a functional unit (2) located in the wet compartment (100), a dry area (200) which cannot be reached by water and which is outside of the wet compartment (100), a barrier (110) situated between the dry area (200) and the wet compartment (100), and at least one energy source (20) which is arranged and configured to emit energy for preventing biofouling of at least an exterior surface (17) of the functional unit (2), wherein the energy source (20) is arranged in the dry area (200), a path (112) being present between the dry area (200) and the wet compartment (100) for allowing energy emitted by the energy source (20) during operation thereof to reach the wet compartment (100), through the barrier (110).

Abstract: A precombustion-chamber engine includes a cylinder, a cylinder head disposed on a top of the cylinder, and a piston reciprocably disposed within the cylinder. A main combustion chamber is defined between the piston and the cylinder head. The cylinder head includes a precombustion-chamber forming part which defines a precombustion chamber communicating with the main combustion chamber through a nozzle. The precombustion chamber includes a cylindrical first passage part extending upwardly from the nozzle, a second passage part extending upwardly from the first passage part and having an upwardly-increasing cross-sectional area, and a cylindrical space part which extends upwardly from the second passage part and in which a spark plug is disposed. Center O of a cross-section, orthogonal to straight line L, of the second passage part is eccentric with respect to straight line L composed of an axis of the first passage part and an extended line of the axis.

Abstract: An internal combustion engine includes an engine block having a cylinder, a cylinder head disposed on one end of the cylinder, a piston disposed within the cylinder, and a rim. A piston crown of the piston defines a piston bowl. The rim depends from at least one of the cylinder head and piston and is located radially inward from the piston crown. At least one of the piston crown and cylinder head defines a passageway that is configured to guide a squish flow from between the piston crown and cylinder head to the piston bowl to interact with a plurality of flames within the piston bowl to enhance combustion.

Abstract: In order to provide a method for indicating a risk of corrosion or scuffing of components of a combustion chamber of a turbo charged engine arrangement, in particular for vessels, the turbo charged engine arrangement includes a turbocharger and a charge gas cooler. A first gas stream of an ambient gas enters into the turbocharger, a second gas stream of charge gas flows from the turbocharger to the charge gas cooler, and the second gas stream of charge gas enters into the charge gas cooler. A third gas stream of charge gas flows from the charge gas cooler to the combustion chamber, and the third gas stream of the charge gas enters into the combustion chamber.

Abstract: According to the present invention, a rotary blower or supercharger includes a recirculation loop for readmitting pressurized outlet gas back into the rotor chambers, and cooling means for cooling the pressurized outlet gas before it is readmitted into the rotor chambers, thereby providing a supercharger having a lower operating temperature and a higher operating pressure capability. In the preferred embodiment of the present invention, a supercharger includes a housing assembly defining first and second transversely overlapping cylindrical chambers. The housing defines an inlet port for the inflow of an inlet gas, and an outlet port for the outflow of the outlet gas. The supercharger further has first and second meshed, lobed rotors respectively disposed in the chambers for counter rotation about axes substantially coincident with the chamber axes.

Abstract: A turbocharger engine includes an engine body and a turbocharger. The turbocharger includes a large turbo unit having a large turbine chamber, a large compressor chamber, and a large turbine shaft extending between the two chambers; and a small turbo unit having a small turbine chamber, a small compressor chamber, and a small turbine shaft extending between the two chambers. The large compressor chamber is disposed upstream of the small compressor chamber in an intake passage. A large turbo axis and a small turbo axis are disposed to extend generally in the same direction as an engine output axis. The large turbo unit is disposed such that the large turbo axis is non-parallel to the engine output axis, and a large-compressor-chamber-side portion of the large turbo axis is closer to the engine output axis than a large-turbine-chamber-side portion thereof in a plan view in an axis direction of the cylinder.

Abstract: The invention proposes a method for the purification of exhaust gases which are generated by a diesel engine with a charging turbine, and a special device for carrying out said method. The device comprises, in the flow direction of the exhaust gas, a dosing device for a reducing agent from a reducing agent reservoir (2), an SCR catalytic converter (3), an oxidation catalytic converter (4) and a diesel particle filter (5). The system is particularly suitable for the purification of the exhaust gases of diesel vehicles in which engines with a turbocharger (charging turbine (1)) and an exhaust-gas recirculation device are used, which engines generate exhaust gases which, in addition to carbon monoxide, hydrocarbons and particles, have nitrogen oxides with an NO2/NOX ratio of between 0.3 and 0.7.

Abstract: A product comprising a turbocharger comprising a turbine operatively connected to a compressor, an exhaust conduit connected to an inlet of the turbine, a bleed path connected to an outlet of the compressor, the bleed path comprising at least one of an open end to discharge compressor air to the atmosphere or an end connected to the exhaust conduit up stream of the turbine constructed and arranged to flow air from the compressor into the turbine.

Abstract: An engine combustion system is disclosed which includes: a cylinder head having at least two cylinders; an exhaust duct adjoining each cylinder with the exhaust ducts of at least two cylinders converging to form an exhaust manifold within the cylinder head and two turbines arranged downstream of the exhaust manifold. In one embodiment, the two turbines are arranged in parallel with a control element disposed upstream of one of the turbines to close off flow to the one turbine. Alternatively, a first of the turbines has a first bypass duct having a first valve. Flow exiting the turbine and the bypass path converge and are provided to a second of the turbines that has a second bypass duct having a second valve. By controlling positions of each valve, flow can be provided solely to the associated turbine, the associated bypass duct, or a combination.

Abstract: A turbocharger system can include a housing that includes a through bore, a plurality of lubricant bores, a plurality of lubricant bore to through bore openings and a recessed compressor-side surface that defines in part a passage that fluidly couples at least two of the lubricant bores; a rolling element bearing unit disposed at least in part in the through bore of the housing; and, a plate that covers at least a portion of the recessed compressor-side surface of the housing.

Abstract: A rotary internal combustion engine, comprising at least one first and second piston, hub and side-disk assembly set each of the piston, hub and side-disk assembly sets having first and second pistons that are fixed on a side disk diametrically opposite each other, the hubs cooperating with each other so that the first and second pistons, hub and side disk of the first piston, hub and side-disk assembly can also rotate relative to the first and second pistons, hub and side disk of the second piston, hub and side-disc assembly, such that in operation one of said pistons will be a leading piston and one a trailing piston said disks being connected to the periphery of a set of two one way clutches or ratchets placed back-to-back, one being adapted to connect and disconnect with the shaft and therefore provide for fast moving/direct torque and the other being adapted to connect/disconnect with a planetary gear train's planets carrier and therefore provide a multiplied torque-to-force advancement of the trailing p

Abstract: A high efficiency reciprocating engine, nominally of the internal combustion type but alternatively of the external combustion type is disclosed. The new engine uses Hypocycloidal and alternatively Epicycloidal gear mechanisms to create differentiated compression and expansion ratios which then promote significant improvements in efficiency through lower compression losses and higher extraction of available energy. Through suitable augmentation, the engines can be made to provide higher power when needed over higher efficiency. Additionally, other parameter modifications enable realization of low side wall loads and true zero exhaust volume.

Abstract: A gas turbine engine assembly includes, among other things, a clutch configured to move from a first position to a second position in response to rotation of a gas turbine engine fan at a speed greater than a threshold speed. Whether the clutch is in the first position or the second position, the clutch permits rotation of the gas turbine engine fan in a first direction. When the clutch is in the first position, the clutch limits rotation of the gas turbine engine fan only in an opposite, second direction. The clutch is disposed within a compartment that is accessible and removable via removal of an aft engine cover structure. The clutch is removable on-wing.

Abstract: A system includes a turbine combustor having a first volume configured to receive a combustion fluid and to direct the combustion fluid into a combustion chamber. The turbine combustor includes a second volume configured to receive a first flow of an exhaust gas and to direct the first flow of the exhaust gas into the combustion chamber. The turbine combustor also includes a third volume disposed axially downstream from the first volume and circumferentially about the second volume. The third volume is configured to receive a second flow of the exhaust gas and to direct the second flow of the exhaust gas out of the turbine combustor via an extraction outlet, and the third volume is isolated from the first volume and from the second volume.

Abstract: Air intake duct for supplying air to a turbine engine gas generator, in particular an aircraft turbine engine, extending axially between the air intake and the gas generator and having a deflection which may cause shedding of the boundary layer formed by the air flow along the wall of the duct, wherein said air intake duct comprises a guiding element located in the duct and designed to guide the air along the wall of the duct to a portion having the deflection, said guiding element extending transversely to the direction of the flow of air and having at the ends thereof two end profiles that form a non-zero angle with the guiding element, said two end profiles being able to produce eddies in the air flow.

Abstract: A filter media is disclosed for removing particles from an air stream. The filter media, in an embodiment, includes a porous membrane layer and a pre-filter layer including a downstream surface and an upstream surface. The pre-filter layer is arranged with the downstream surface adjacent an upstream side of the porous membrane layer. The pre-filter layer includes a wet laid composite media having a mixture of glass fibers and synthetic fibers. A method for using the filter media in a gas turbine is also disclosed.

Abstract: Conduits for guiding the motion of an inner diameter shroud of a low pressure compressor of a gas turbine engine are disclosed. The inner diameter shroud has at least three slots formed in one or more radially inwardly extending flanges. Each of the conduits are configured to assemble with a respective one of the at least three slots. Each conduit comprises a bushing having a first panel, and the first panel is capable of being inserted in a respective one of the slots of the inner diameter shroud. The conduit further comprises a bracket capable of being attached to a bearing support of a fan intermediate case of the gas turbine engine. The bushing is capable of being attached to the bracket.

Abstract: A gas turbine engine heat exchange system including a first multi-width channel heat exchanger (MWCHX) configured to transfer heat between a first air stream and a heat transfer fluid. The first MWCHX includes a first plurality of air-passage mini-channels configured to allow passage of the first air stream therethrough, where each air-passage channel has an air-channel width and an air-channel length greater than the air-channel width. The MWCHX also includes a first plurality of heat transfer fluid channels configured to allow passage of the heat transfer fluid therethrough, where each heat transfer fluid channel has a heat transfer channel width and a heat transfer channel length greater than the heat transfer channel width. The heat transfer channel width is less than the air-channel width.

Abstract: a gas turbine engine structure includes a body radially spanning an inner portion and an outer portion. The structure body includes a first passage interior to the structure body. The first passage includes a first opening on one of a radially outward edge and a radially inward edge of the structure, and a second opening on the other of the radially outward edge and the radially inward edge of the structure. A second passage is also included interior to the structure. The second passage is approximately aligned with the first passage, and is disposed between the first passage and one of the first surface and the second surface of the structure. The second passage insulates the first passage from heat transfer through one of the first surface and the second surface.

Abstract: The application describes a method of operating a gas turbine during a cool-down phase. The gas turbine provides a compressor, a combustor downstream of the compressor, and a turbine downstream of the combustor, with the turbine providing a turbine vane carrier. The method includes feeding a flow of cooling air from the compressor to the turbine vane carrier, measuring a temperature of the flow of cooling air and measuring a temperature of the turbine vane carrier. In the method, the flow of cooling air is fed at a first flow rate when the temperature of the turbine vane carrier is lower than the temperature of the cooling air, and the flow of cooling air is fed at a second flow rate when the temperature of the turbine vane carrier is higher than the temperature of the cooling air, wherein the first flow rate is higher than the second flow rate.

Abstract: Pre-cooler inlet ducts that utilize active flow-control and systems and methods including the same are disclosed herein. The systems include a pre-cooler inlet duct for a jet engine that is configured to receive a pre-cooler air stream and to direct the pre-cooler air stream into a heat exchanger. The pre-cooler inlet duct includes a flow-directing surface, which defines at least a portion of the pre-cooler inlet duct, and an active flow-control device. The active flow-control device is located to modify a boundary layer fluid flow within a boundary layer adjacent the flow-directing surface to resist separation of the boundary layer from the flow-directing surface when the pre-cooler air stream flows through the pre-cooler inlet duct. The methods include methods of resisting boundary layer separation in the pre-cooler inlet duct by flowing the pre-cooler air stream across the flow-directing surface and modifying the boundary layer with the active flow-control device.

Abstract: A heat exchanger manifold for a gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a manifold body extending between a first face and a second face, a first seal land defining a first fluid port extending through the manifold body between the first face and the second face, and a first seal received within the first fluid port.

Abstract: A panel for attenuating noise includes a porous first skin, a second skin, and a core connected between the porous first skin and the second skin. The core includes a corrugated body and a stringer body. The corrugated body includes a plurality of corrugations configured from at least a plurality of baffles and a plurality of porous septums. Each of the corrugations includes a respective one of the baffles and a respective one of the porous septums. A first of the corrugations forms a first channel that extends laterally between and longitudinally along a first of the baffles and a first of the porous septums. The stringer body includes a plurality of sidewalls arranged longitudinally along the first channel. Each of the sidewalls is disposed within the first channel and configured to fluidly isolate longitudinally adjacent portions of the first channel from one another.

Abstract: An air turbine starter includes a support structure and a turbine having a shaft and a rotor that extends away from the shaft in a radial direction. The air turbine starter also includes a mount structure that supports the turbine for rotation relative to the support structure. The mount structure is configured to transfer a force from the turbine to the support structure. The mount structure includes a deformable member that is configured to deform when the force exceeds a predetermined threshold.

Abstract: A propulsion system according to an example of the present disclosure includes, among other things, a geared architecture configured to drive a fan section including a fan, and a turbine configured to drive the geared architecture. The turbine has an exit point, and a diameter (Dt) defined as the radially outer diameter of a last blade airfoil stage in the turbine at the exit point. A nacelle at least partially surrounds a core engine housing. The fan configured to deliver air into a bypass duct is defined between the nacelle and the core engine housing. A core engine exhaust nozzle is downstream of the exit point, with a downstream most point of the core engine exhaust nozzle being defined at a distance (Lc or Ln) from the exit point.

Abstract: A turbofan engine includes a geared architecture for driving a fan about an axis. The geared architecture includes a sun gear rotatable about an axis, a plurality of planet gears driven by the sun gear and a ring gear circumscribing the plurality of planet gears. A carrier supports the plurality of planet gears. The geared architecture includes a power transfer parameter (PTP) defined as power transferred through the geared architecture divided by gear volume multiplied by a gear reduction ratio and is between about 219 and 328.

Abstract: An airflow control system control system for a gas turbine system according to an embodiment includes: an airflow generation system including a plurality of air moving systems for selective attachment to a rotatable shaft of a gas turbine system, the airflow generation system drawing in an excess flow of air through an air intake section; and a mixing area for receiving an exhaust gas stream of the gas turbine system; the airflow generation system: directing a first portion and a second portion of the excess flow of air generated by the airflow generation system into the mixing area to reduce a temperature of the exhaust gas stream; and directing a third portion of the excess flow of air generated by the airflow generation system into a discharge chamber of a compressor component of the gas turbine system.

Abstract: A system and methods are provided for controlling turboshaft engines. In one embodiment, a method includes receiving input signals for a collective lever angle (CLA) command and real-time power turbine speed (NP) of an engine, determining system data for engine effectors by the control unit based on the input signals for the collective lever angle (CLA) command and the real-time power turbine speed (NP) based on an integrated model for the turboshaft engine including a model of a gas generator section of the turboshaft engine and a model of a power turbine and rotor load section of the turboshaft engine. The method may also include determining control output based on model-based multi-variable control including optimization formulation and a constrained optimization solver. The method may also include outputting one or more control signals for control of the turboshaft engine.

Abstract: A vehicle propulsion system includes a controller configured to generate a control signal that dictates operation of a propulsion system of a vehicle having an engine and an electrically driven superturbocharger or a turbo-compounding turbine. Responsive to determining that the vehicle is one or more of entering into or traveling within an airflow restricting area, the controller is configured to change the operation of the propulsion system of the vehicle by reducing a power output by the engine. The controller is configured to reduce the power output by the engine to increase a power output of the electrically driven superturbocharger or the turbo-compounding turbine to propel the vehicle through the airflow restricting area.

Abstract: Spigots are respectively formed on engine sides of intake passages defined in a first throttle body and intake passages defined in a second throttle body, and end parts of rubber joints extending from individual cylinders of an engine are fitted to corresponding spigots and are fastened and fixed thereto with hose bands. A gear unit is disposed between both throttle bodies and drives and rotates a throttle shaft with a motor via the gear unit to open and close throttle valves of the cylinders. Axis lines of the spigots of the intake passages positioned on both sides of the gear unit are formed to have eccentricity in a direction away from each other, so that a part of the gear unit is positioned between the spigots. Therefore, attachment spaces of the rubber joints are secured without elongating the throttle bodies.

Abstract: A method for controlling valve timing of a turbo engine may include: classifying by a controller control regions depending on an engine speed and an engine load, and the control regions may include first, second, third, fourth, fifth, and sixth control regions. The method further includes: applying a maximum duration to an intake valve and controlling a valve overlap in the first control region; applying the maximum duration to the intake valve and exhaust valve in the second control region; advancing an intake valve closing (IVC) timing and an exhaust valve closing (EVC) timing in the third control region; approaching the IVC timing to a bottom dead center in a fourth control region; controlling a wide open throttle valve (WOT) in the fifth control region; and controlling the WOT and the IVC timing to reduce the knocking in the sixth control region.

Abstract: A method and an arrangement for operating an internal combustion engine. According to the method, a load threshold is defined below which load control by a throttle valve is performed.