Abstract: An internal combustion engine, in particular a stationary gas engine, comprising a compressor arranged in the induction tract, in particular an exhaust gas turbocharger, an electrically operable blow-off valve connected downstream of the compressor, and a pressure sensor for detecting the pressure actual value of the mixture in the region of the blow-off valve. In according with the invention there is provided a device (9) for detecting the engine power output (N), a device (10) for calculating a pressure reference value in dependence on the detected engine power output and a relationship previously stored in a memory between engine power output (N) and pressure reference value (Psoll), and a regulating device (11) for regulating the blow-off valve (7) until the pressure actual value (Pist) reaches the calculated pressure reference value (Psoll).

Abstract: The invention relates to a method for controlling the boost pressure on an unsteady-running piston internal combustion engine with a turbocharger. According to the inventive method, a blow-off valve, which is connected upstream from the supercharger turbine in the exhaust gas tract, is controlled by an engine control, the position of the pedal and a boost-proportional gradient are detected by the engine control when initiating an acceleration operation and, when a predeterminable value for the boost-proportional gradient is surpassed, the blow-off valve is actuated in an opening direction in order to effect a predeterminable controlled increase of pressure.

Abstract: A variable nozzle turbocharger (12) creates engine boost. Boost is controlled by controlling the position of vanes within turbocharger. A processor develops a control signal (29) for controlling vane position. The processor develops a value for desired boost and processes that value with a value. corresponding to the amount of boost being created by the turbocharger to generate error data (48A) defining error between the amount of boost being created by the turbocharger and the desired boost, and the processor develops a component of the control signal by P-LI-D processing (62) of the error data. Other components of the control signal are a feed-forward value from a look-up table (34) and a value from an overspeed protection function (60).

Abstract: A method for a closed-loop or an open-loop control of a forced-induction internal combustion engine that includes an exhaust turbocharger having an exhaust turbine with a variable turbine geometry for a variable adjustment of an effective turbine cross section and with a boost-air compressor, different operating states of the engine are assigned different characteristic maps with engine-operating and/or engine-state variables and the turbine geometry is adjusted in accordance with the characteristic maps between an open position and a pressure build-up position. When there is a change in a significant engine parameter, the system switches between two characteristic maps.

Abstract: A control method for a supercharged internal combustion engine wherein actual supercharging pressure values are adjusted to prescribed desired supercharging pressure values by setting a variable component and influencing the supercharging pressure of a supercharger in accordance with a prescribed control law. In order to monitor the control of supercharging pressure in a supercharged internal combustion engine with the aid of simple means and, if appropriate, to display a malfunction, use is made as control law of a PID controller, the integration component is compared in the integration element of the PID controller with a prescribed tolerance band, and a fault signal is generated if the integration component is outside the tolerance band.

Abstract: A turbocharger for an internal combustion engine, particularly suitable for use in a work machine, is provided with a two stage turbine including a first turbine stage and a second turbine stage. A wastegate conduit is fluidly coupled with the two stage turbine. The wastegate conduit bypasses only a single one of the first turbine stage or second turbine stage. A valve is positioned in association with the wastegate conduit for controlling flow through the wastegate conduit. A compressor is coupled with and rotatably driven by the two stage turbine. The controllable wastegate conduit provides effective control of the power input to the compressor.

Abstract: An aircraft control system includes a propeller governor in which a stepper motor is used to apply a compression force on a speeder spring, and a turbocharger in which a stepper motor is used to actuate a needle valve associated with a diaphragm cell. An electronic control unit may be used to control the stepper motor in the propeller governor and the stepper motor in the turbocharger. The integration of the propeller governor and the turbocharger into a single control system decreases the number of individual adjustments that must be performed manually by the pilot.

Abstract: A method for controlling a supercharging device for an internal combustion engine includes controlling a variable (x) using different control characteristics in each of at least four sub-ranges defined by a gradient (dx/dt) of the variable to be controlled (x) and a difference (x) between the variable to be controlled (x) and a control variable (xs). An apparatus for controlling a supercharging device for an internal combustion engine includes a controller having a range of control that includes at least four sub-ranges devided in accordance with a gradient (dx/dt) of the variable to be controlled (x) and a difference (x) between the variable to be controlled (x) and a control variable (xs).

Abstract: An arrangement for feeding air in a supercharged piston engine includes at least a supercharging device arranged for feeding air to more than one cylinder, an air chamber in connection with the supercharging device, and a channel arrangement leading from the air chamber to each cylinder of the piston engine. A resonator system is in connection with the air chamber for attenuating the pressure pulsation in the air chamber. In a method of operating the supercharged piston engine, combustion air is fed by means of the supercharging device at a pressure higher than ambient pressure into the air chamber, air is led from the air chamber to the cylinders through the channel arrangements, and a pressure pulsation is formed in the air chamber, which pulsation is half-wavelength shifted from the pulsation in the air chamber, appearing at frequencies at or below the third harmonic of the rotational speed of the engine.

Abstract: In order to activate a catalyst in a short time in an internal combustion engine having a turbine, an exhaust bypass flow passage and an exhaust bypass valve and its valve seat provided in the exhaust bypass flow passage are set to sizes large enough to be able to make almost all the amount of the exhaust gas bypass the turbine, and the exhaust bypass valve is controlled by a driving actuator using a motor or a solenoid. Rapid activation of the catalyst is implemented by totally opening the exhaust bypass valve during the starting period of operation of the internal combustion engine to make almost all the amount of exhaust gas flow into the catalyst by bypassing the turbine.

Abstract: An outboard motor is provided with an engine having a screw compressor which provides a pressurized charge for the combustion chambers of the engine. The screw compression has first and second screw rotors arranged to rotate about vertical axes which are parallel to the axes of a crankshaft of the engine. A bypass valve regulates the flow of air through a bypass conduit extending from an outlet passage of the screw compressor to the inlet passage of the screw compressor. A charge air cooler is used in a preferred embodiment and the bypass conduit then extends between the cold side plenum of the charge air cooler and the inlet of the compressor. The charge air cooler improves the operating efficiency of the engine and avoids overheating the air as it passes through the supercharger after flowing through the bypass conduit.

Abstract: An outboard motor is provided with an engine having a screw compressor which provides a pressurized charge for the combustion chambers of the engine. The screw compression has first and second screw rotors arranged to rotate about vertical axes which are parallel to the axes of a crankshaft of the engine. A bypass valve regulates the flow of air through a bypass conduit extending from an outlet passage of the screw compressor to the inlet passage of the screw compressor. A charge air cooler is used in a preferred embodiment and the bypass conduit then extends between the cold side plenum of the charge air cooler and the inlet of the compressor. The bypass valve is controlled by an engine control module in order to improve power output from the engine at low engine speeds while avoiding any violation of existing limits on the power of the engine at higher engine speeds.

Abstract: A method for controlling a common rail injection system for turbochargeable internal combustion engines, in particular diesel engines, in which in a first steady-state or quasi-steady state load condition of the internal combustion engine, a rail pressure is established as a function of the injection volume in accordance with a first characteristic curve, the rail pressure being established in a second, non-steady-state load condition of the internal combustion engine, in particular at non-steady-state full load, as a function of the injection volume in accordance with a second characteristic curve, the rail pressure in the case of the non-steady-state load condition being elevated in each case with respect to the rail pressure in the presence of the steady-state or quasi-steady-state load condition, with an identical injection volume.

Abstract: A device for limiting the supercharger speed which makes do without a speed sensor or an atmospheric pressure sensor has a bandpass filter which filters out a spectral component from the output signal of a boost pressure sensor arranged in the induction pipe of the engine, the spectral component appearing in the signal spectrum of the boost pressure sensor when the air column in the induction pipe is set into a vibration which develops when the compressor of the turbocharger rotates at the maximum permissible speed.

Abstract: A bypass control valve is controlled by an engine control module as a function of manifold absolute pressure and temperature within an air intake manifold in conjunction with the barometric pressure. An air per cylinder (APC) magnitude is calculated dynamically and compared to a desired APC value which is selected as a function of engine operating parameters. The air per cylinder value is calculated as a function of the manifold absolute pressure, the cylinder swept volume, the volumetric efficiency, the ideal gas constant, and the air inlet temperature. The volumetric efficiency is selected from stored data as a function of engine speed and a ratio of manifold absolute pressure to barometric pressure.

Abstract: A turbocharged internal-combustion engine (10), with at least one high-pressure stage (20), with at least one low-pressure stage (30), which is arranged downstream of the high-pressure stage, with bypass piping (24a, 24b) having pipe switch(es) (70, 71), and which connect the exhaust side (12) of the engine with the inlet side of the low-pressure turbine (31) with sensors for detection of the operating parameters of the engine.

Abstract: A fuel meter (21) of a fuel injection pump is made movable for fuel metering through a governor lever (14). A swing lever (31) has a power input point (J) which engages with a boost actuator (26). If the boost actuator (26) operates in response to a delayed rise of a supercharged pressure (P), a power output point (K) of the swing lever (31) inhibits the fuel meter (21) from moving for fuel increase. A governor lever (14) is connectably and separably opposed to the fuel meter (21) from a fuel increase side and a start spring (18) urges the fuel meter (21) toward a starting fuel increase side. The swing lever (31) has a pivot axis (Q) displaceable by an actuator (40). When making a cold start, the actuator (40) does not operate to thereby confine the fuel meter (21) to a starting fuel increase position by the power output point (K) positioned on a fuel increase side.

Abstract: A variable nozzle turbocharger (12) creates engine boost. Boost is controlled by controlling the position of vanes within turbocharger. A processor develops a control signal (29) for controlling vane position. The processor develops a value for desired boost and processes that value with a value corresponding to the amount of boost being created by the turbocharger to generate error data (48A) defining error between the amount of boost being created by the turbocharger and the desired boost, and the processor develops a component of the control signal by P-LI-D processing (62) of the error data. Other components of the control signal are a feed-forward value from a look-up table (34) and a value from an overspeed protection function (60).

Abstract: A fuel meter (21) of a fuel injection pump is made movable for fuel metering through a governor lever (14). A swing lever (31) has a power input point (J) which engages with a boost actuator (26). If the boost actuator (26) operates in response to a delayed rise of a supercharged pressure (P), a power output point (K) of the swing lever (31) inhibits the fuel meter (21) from moving for fuel increase. A governor lever (14) is connectably and separably opposed to the fuel meter (21) from a fuel increase side and a start spring (18) urges the fuel meter (21) toward a starting fuel increase side. The swing lever (31) has a pivot axis (Q) displaceable by an actuator (40). When making a cold start, the actuator (40) does not operate to thereby confine the fuel meter (21) to a starting fuel increase position by the power output point (K) positioned on a fuel increase side.

Abstract: A turbocharger system for an internal combustion engine comprises two turbochargers each having a turbine (5, 6) drivably connected to a compressor (7, 8). Temperature sensors (19, 20) are disposed to sense the temperature at the compressor outputs. The temperature are monitored to give an indication of an imbalance condition for which corrective action may be taken. The arrangement provides for reliable and inexpensive monitoring.

Abstract: A secondary air system 10 is proposed for an internal combustion engine, which has a turbine 11 driven by a pressure gradient in the intake air and a compressor 14 driven by the turbine 11. The turbine is connected by a turbine inlet line 12 and a turbine outlet line 13 to an air intake duct 20. The compressor 14 has a compressor inlet line 15 and a compressor outlet line 16. The cold produced by the turbine 11 is used by a turbine heat exchanger 17 and transport lines 27 for the cooling of, e.g., oil. The heat produced by the compressor 14 is used by a compressor heat exchanger 18 and the transport lines 27 connected thereto, e.g., for heating air.

Abstract: The invention concerns a charged internal combustion engine with at least one stage of charging by a turbocharger.

Abstract: A supercharged four stroke internal combustion engine. The engine includes a power take off housing located on one end of the crankcase. A supercharger for boosting air intake to an air intake manifold is mounted to the power take off and operatively connected to the crank shaft within the power take off housing. A personal watercraft having a supercharged engine is also disclosed.

Abstract: An internal combustion engine having one or more parallel exhaust-driven turbochargers that each comprise an activatable delivery capacity adjusting unit for variable adjustment of the boost air delivery capacity with malfunction monitoring of each individual delivery capacity adjusting unit wherein, upon detection of a malfunction of a respective delivery capacity adjusting unit, a corresponding malfunction datum is emitted.

Abstract: A super charger for an internal combustion engine comprises a camshaft having an extended end protruded out of a cylinder block of the engine, a turbine mounted on the extended end of the camshaft, an air compressing chamber mounted around the turbine, and two super charging lines connecting the air compressing chamber with an air cleaner and a throttle valve body respectively

Abstract: An internal-combustion engine with a turbocharger is suggested, in the case of which a limiting of the exhaust gas counterpressure is provided in the braking operating mode of the internal-combustion engine.

Abstract: An apparatus (11) for controlling the peak pressure in the combustion chamber (46) of a turbo-charged diesel locomotive engine (12). A pressure relief valve (56) is disposed in the compressor discharge downstream of the turbo-charger (18). The relief valve (56) is operable to release a selected amount (58) of the compressed air (24) produced by the compressor section (20) of turbo-charger (18). The actuation of valve (56) may be a function of the pressure of the compressed air (24), and/or a manifold air temperature signal (52) and a fuel injection timing signal (40). An actuator (60) attached to valve (56) is responsive to a valve position signal (62) generated by a controller (38) having the appropriate inputs and programmed logic capability.

Abstract: A device for limiting the supercharger speed which makes do without a speed sensor or an atmospheric pressure sensor has a bandpass filter which filters out a spectral component from the output signal of a boost pressure sensor arranged in the induction pipe of the engine, the spectral component appearing in the signal spectrum of the boost pressure sensor when the air column in the induction pipe is set into a vibration which develops when the compressor of the turbocharger rotates at the maximum permissible speed.

Abstract: An electronic engine control system of an internal combustion engine with a supercharging device operable to produce a desired boost pressure, includes an electronically-controlled throttle valve and a pressure sensor located in an induction system to detect an actual boost pressure. The system computes a target air quantity used in a stratified combustion mode or in a homogeneous lean combustion mode, based on at least an operated amount of an accelerator, and computes the desired boost pressure based on engine speed and engine load, and computes a boost-pressure correction factor as the ratio of the desired boost pressure to the actual boost pressure, during the stratified combustion mode or during the homogeneous lean combustion mode. An arithmetic-calculation section is also provided to compensate for the target air quantity by the boost-pressure correction factor during the stratified combustion mode or during the homogeneous lean combustion mode.

Abstract: Past air intake systems have failed to effectively and efficiently utilize the arrangement of structural components to increase boost at low engine speeds. The present air intake system effectively and efficiently utilizes the arrangement of structural components to increase boost at low engine speeds. The air intake system directs intake air through a turbocharger and evaluates the quantity of flow of intake air to the engine as compared to the flow of fuel. And, depending on the results of the evaluation, a directional control valve directs the flow of intake air to a supercharger or to the engine. The supercharger is driven by a motor having a variable rate of speed as compared to the engine.

Abstract: In an arrangement and method for controlling a supercharged internal combustion engine having a charger arranged in the air intake duct and a catalytic converter arranged in the exhaust duct, with a secondary air duct including a control valve extending from a point of the intake duct downstream of the charger and upstream of a first throttle member to a point of the exhaust duct upstream of the catalytic converter, a second throttle member is arranged in the intake duct upstream of the charger and the throttle members and control valve are controlled by a control unit in such a way that sufficient air is supplied to the exhaust duct upstream of the catalytic converter such that, during engine warm-up, combustion takes place in the catalytic converter causing rapid heat-up of the catalytic converter.

Abstract: In an engine braking arrangement for an internal combustion engine with an exhaust gas turbocharger including a turbine arranged in the engine exhaust duct and a compressor driven by the turbine and arranged in the engine intake duct, a brake valve disposed in the exhaust duct upstream of the turbine and a pressure relief line extending from the exhaust duct upstream of the turbine rotor to an area downstream of the turbine and including a stop valve, the stop valve is a rotationally adjustable rotary valve operable by an actuating device depending on the intake pressure in the intake duct.

Abstract: To achieve a very sturdy automatic control of the boost pressure, the integration of system deviation of the boost pressure, which is carried out by an integrator, is limited to a predefinable limiting value. Limiting value is composed of a basic value and a correction value superimposed upon it. Correction value is determined adaptively as a function of speed, a plurality of speed ranges being predefined. Adapted correction value can be increased or reduced stepwise, which mainly depends on whether the integral-action component of the manipulated variable for the boost pressure is smaller or greater than the current limiting value.

Abstract: The reciprocating piston engine has an annular swivel disk (6), driven by the engine shaft (5) and whose inclination with respect to the latter is adjustable, for driving circumferentially juxtaposed reciprocating pistons (2). For this purpose it is connected in articulated manner both to a sliding sleeve (21) axially guided on the engine shaft (5) and to a driver (13), which transmits the driving force and which is spaced from the engine shaft (5). As a result of the annular shape of the swivel disk, which is advantageous both dynamically and from the manufacturing standpoint a space-saving, articulated engagement of the driver (13) in a radial bore (16) of the swivel disk (6) is rendered possible.

Abstract: A supercharger arrangement for a vehicle engine equipped with a screw supercharger. A bypass pipe extends from a main body of the screw supercharger to an upstream intake air pipe such that part of the intake air compressed to a certain extent in the supercharger returns to an inlet of the supercharger. A duty solenoid valve is connected to the bypass pipe for controlling a flow rate of the air returning to the inlet of the supercharger through the bypass pipe. The screw supercharger is originally designed to match a low speed condition and to feed an excessive amount of air at a high speed condition. The solenoid valve allows the intake air to return to the upstream intake air pipe through the bypass pipe from the supercharger when the engine is operated at a high speed condition so that an excessive amount of air is not supplied to the engine.

Abstract: An internal combustion engine that has an intake device with a turbocharger compressor device with a valve in a bypass line that bypasses the compressor device. To assure a simple, economical installation of the valve in a way secured against relative rotation, the valve is secured to a tubular receiving element, by means of a bayonet mount, formed by the valve and receiving element. The valve is intended for internal combustion engines that are equipped with a turbocharger compressor device.

Abstract: In a method of controlling a supercharged internal combustion engine of a motor vehicle wherein the engine includes a supercharger operated by the engine by way of a clutch and a return air flow duct including a return air flow control value is provided for returning air from the charger outlet side back to the charger inlet side and wherein the engine includes an engine control unit for controlling operation of the engine on the basis of a plurality of sensor values, the return air flow control valve and the charger clutch are controlled depending on operating parameters of the engine and of the motor vehicle so as to achieve various engine operating conditions and a certain vehicle behavior under certain vehicle operating conditions.

Abstract: A method of controlling the air supply to a scavenged internal combustion engine having a blower for suppling air thereto and bypass means for allowing a bypass air flow from the outlet side of the blower to the inlet side thereof, the method including regulating the bypass air flow through the bypass means to provide a variable rate of air flow therethrough and regulating the flow of ambient air to the blower to thereby control the pressure of the intake air supply to the blower and controlling a supply of recirculated exhaust gas introduced upstream of the blower by controlling the flow rate of ambient air to the blower such that a requisite pressure is generated upstream of the blower to thereby control the exhaust gas flow rate.

Abstract: A three-mode control system for controlling the flow of inlet air into a supercharged spark ignition engine comprising an air expansion and compression apparatus, an inlet manifold, and an inlet port control valve for controlling the intake of air into the expansion and compression apparatus. The inlet port control includes an inlet port valve which is open at full engine load and progressively closes when the engine load is progressively reduced while the inlet manifold pressure remains above a predetermined level. An air flow throttle valve located upstream of the expansion and compression apparatus is open at full engine load and progressively closes when the engine load is progressively reduced and the inlet manifold pressure falls below the predetermined level. A bypass duct which can optionally bypass air around the expansion and compression apparatus is closed at full engine load and progressively opens when the engine load is reduced and the inlet manifold pressure falls below the predetermined level.

Abstract: A method for shifting a powershift transmission of a vehicle in accordance with the load being experienced by the engine as estimated from certain engine operating parameters. A turbocharger associated with an engine operating at a given engine speed generates a turbo boost pressure. The turbo boost pressure is monitored by a sensor and a turbo boost signal is generated therefrom. Similarly, the engine speed is monitored by a sensor and an engine speed signal is generated therefrom. The turbo boost and engine speed signals are used to estimate the engine load based on empirical data stored in the transmission controller's memory, and a percentage load is computed therefrom. The percentage load is then used to generate an appropriate duty cycle and time value for a pulse-width-modulated shift signal which controls the modulation of an on-coming directional clutch into engagement at a desired rate of engagement dependent upon the load being experienced by the vehicle.

Abstract: A two piece connecting rod assembly for a axial cylinder, internal combustion engine with each rod half having a bearing sleeve at each end for pivotal engagement with the universal joint turnion. The two rods are connected to each other at their centers and spaced apart concentric relations through a pair of raised bosses with mating surfaces and a bolt for retention of the two rod halves as a unified structure.

Abstract: A supercharger for supercharging intake air to an engine includes a casing which has a suction opening covering a suction-side end of the casing and a discharge opening on the side of the opposite end thereof, and a pair of rotors engaged with each other for compressing intake air introduced from the suction opening to supply the compressed air to the engine via the discharge opening. The casing has therein a communication passage for establishing a communication between the suction opening and the discharge opening. The supercharger also includes a bypass valve for opening and closing the communication passage, and an actuator for actuating the bypass valve.

Abstract: In an arrangement for controlling the charging air flow of a supercharged internal combustion engine which has an intake air pipe with a throttle valve connected to the discharge side of a supercharger and a communication pipe extending from the intake air pipe to the engine exhaust manifold for supplying air to the engine exhaust gas, an air supply pipe extends from an air filter housing to the supercharger suction side and a return air duct including a flow control valve extends from the intake air pipe to the air filter housing for recirculating air to the supercharger suction side through the air filter housing under the control of the flow control valve for controlling the air pressure in the engine intake air pipe.

Abstract: An ignition and mixture-forming apparatus and method for an internal combustion engine, wherein as a function of position, speed, or acceleration of an engine throttle displacement device measured by a sensor, and when the adjustment exceeds a preset value, a valve is opened to feed compressed air from a compressed-air accumulator to one or more cylinders of the engine, in addition to the intake air and the feed capacity of the fuel pump being increased, so that the filling of the cylinders with fuel/air mixture increases and the engine power thus increases. Another sensor prevents feeding of compressed air when engine speed has exceeded a preset upper limit.

Abstract: The invention relates to a device for controlling the air flow of a supercharged internal combustion engine with a supercharger to deliver charge air from a suction line located upstream of the supercharger through a charge air line located downstream of the supercharger to the internal combustion engine. The suction line includes an intake and a recirculating line with a recirculating valve located between the charge air line and the suction line. The recirculating line between the recirculating valve and the suction line is formed by a line section that terminates in the suction line of the supercharger downstream of the intake.

Abstract: A slip control system includes a supercharging pressure control valve for controlling a supercharging pressure produced by a supercharger, a rotation speed detector for detecting a rotation speed of a drive wheel, a slip detector for detecting a slip amount of the drive wheel based on the rotation speed of the drive wheel, a supercharging condition detector for detecting a supercharging condition and a non-supercharging condition, and an engine output restrictor for restricting an engine output by utilizing at least one of the supercharging pressure control device and an engine control valve to reduce the slip amount of the drive wheel when the slip amount of the drive wheel exceeds a predetermined threshold value. The engine output restrictor controls the supercharging pressure by the supercharging pressure control valve in the supercharging condition when the slip amount of the drive wheel exceeds the predetermined threshold value.

Abstract: In-line engine with variable compression, comprising a cylinder receiving section which is tiltably mounted in the crankcase section (4) of the engine, in which the crankshaft is mounted by means of crankshaft bearings (90) arranged in the lower region of the crankcase section (4). The crankshaft bearings incorporate bearing caps (102) which constitute continuous stiffening transverse connecting elements between the lower lateral parts (104,106) of the crankcase section. These transversely connecting bearing caps rest at their outer end (108,110) against internal surface areas in the lower lateral parts (104,106) of the crankcase section on both sides of the engine. The bearing caps are securing in the crankcase section (4) not only by means of vertical crankshaft bearing screws (112,114) but also by means of screwed joints (166, 118, 120) which connect the lower lateral parts to the outer ends (108, 110) of the bearing caps.

Abstract: The present invention is directed to a reciprocating piston, multi-cylinder internal combustion engine. The piston rods impinge on a nutating disc. The nutating disc is constrained in its movements in part by a constant-velocity (C.V.) joint. Movement of the C.V. joint along the longitudinal axis of the main engine shaft allows continuous variation of the engine compression ratio. Variation of the amount of wobble of the nutating disc allows the continuous variation of the engines displacement. In addition the engine can be provided with means for varying the valve lift and timing. The engine parameters may be varied in response to a variety of sensor inputs to ensure optimum engine performance under a wide variety of load conditions.

Abstract: A spark ignited engine and method of its operation in which throttling losses are substantially eliminated has two intake manifolds operating at different charge air density levels. Suitable valves, upstream of conventional cylinder intake valves, are controlled to supply each of the cylinders with charge air from one or the other manifold. At high loads under operation of a controller all of the cylinders are supplied from the high density charge air manifold and at low loads all of the cylinders are supplied from the low density charge air manifold. At intermediate loads the controller supplies an appropriate number of cylinders from the high density manifold and the remaining cylinders from the low density manifold.

Abstract: An excess air control system and method (10) for a dual-fuel or spark ignition gas internal combustion engine (12) is provided. The controller (18) senses the exhaust temperature, senses the air manifold temperature, senses the air manifold pressure, and measures the engine power output of the engine (12). Based on these measurements and engine characterization data, a target air manifold pressure is computed. The target air manifold pressure is compared with the sensed air manifold pressure, and an air blowoff valve coupled to an air bypass line linking the air intake to the turbocharger (36) and the air manifold (40) is either opened or closed to achieve the target air manifold pressure.