Abstract: A compact system for introducing hydrocarbons in the form of engine fuel into the bearing housing for a turbocharger adjacent the turbine wheel shaft. The hydrocarbons are directed outward by centrifugal force and are vaporized by the heat of the impeller. As a result the hydrocarbons are available substantially immediately after the turbine to interact with a catalyst to increase the temperature of the exhaust stream for regeneration of a diesel particulate filter.

Abstract: A second air flow control apparatus disposed between an air inlet port of an engine and an exhaust port includes a body, a base, a moving member, and a gas thread. The body has a cavity, an air inlet and an air outlet, the air inlet and the air outlet being connected through the cavity. The base is fixed in the cavity, having at least an opening for controlling the air flow through the air flowing path. The moving member is pivotably disposed in the cavity or the base by a spring force and having at least a gate and a cover configured for controlling the area of the opening. The gas thread is connected to the moving member and configured for pulling the moving member to generate a processional rotation and a resetting rotation. The rotations are configured for controlling the gate and the cover part to adjust the opening area of the opening so as to precisely control the second air flow.

Abstract: To provide an exhaust emission control device of an internal combustion engine able to well atomize a reducing agent and ensure supply of combustion air. Since a controller of the exhaust emission control device also controls a nozzle opening degree of a variable geometry turbocharger for purpose of spraying a urea water, even in the state where the engine works in a low load range of T1 to T2 where supercharging pressure normally can not be increased, supercharging pressure P suitable to atomization of the urea water can be obtained by controlling the nozzle opening degree of the variable geometry turbocharger to be closer to a closing side compared to the conventional art (shown by the chain double-dashed line), while the urea water can be securely atomized by a part of the supercharged air.

Abstract: An object of the present invention is to improve preferable promotion of the modification of reducing agent in a precatalyst in the case where the reducing agent is added through a reducing agent addition valve in order to supply the reducing agent to an exhaust gas purification catalyst. According to the present invention, one end of an exhaust passage in which an exhaust gas purification catalyst is provided is connected to an exhaust manifold, and a precatalyst and a reducing agent addition valve are provided in the exhaust manifold. The precatalyst is configured in such a way that the exhaust gas flows through the gap between the outer circumferential surface thereof and the inner wall surface of the exhaust manifold. The precatalyst and the reducing agent addition valve are arranged in such a way that the most part of the reducing agent added through the reducing agent addition valve flows into the precatalyst.

Abstract: A method for removing soot particles from an exhaust gas of an internal combustion engine, especially of a diesel engine, includes feeding the exhaust gas through a collecting element through which the exhaust gas can pass freely but which is provided with a plurality of deflections and/or zones of swirl and calming or stabilization. At least a proportion of the particles are held or swirled around in the collecting element until there is a sufficient probability of reaction with nitrogen dioxide and a majority of the collected particles have been removed. A collecting element has flow channels through which the exhaust gas can pass freely. However, the flow channels are configured in such a way as to form deflections or zones of swirl and calming or stabilization. A system having the collecting element is also provided.

Abstract: A heat transfer system in an engine for transferring heat from the recirculated exhaust gas to an output of an engine exhaust system. The heat transfer may cool the recirculated exhaust for reduced emissions from engine combustion and, at the same time, increase the output exhaust temperature to facilitate regeneration of an exhaust aftertreatment system. There may a heat transfer unit at the output of an exhaust gas recirculating valve connected to a heat transfer unit at the output of the exhaust system.

Abstract: A turbine of a turbocharger is disposed on an exhaust passage. An air-fuel ratio sensor is disposed downstream of and in proximity to the turbine. An element of the air-fuel ratio sensor is positioned on or near the axis of an exhaust port of the turbine. A whirling flow of an exhaust gas in the same direction as a turbine wheel rotates is produced immediately after the exhaust port of the turbine, so that the whirling flow of the exhaust gas can centrifuge condensed water in the exhaust gas. The exhaust gas contacts the element near the axis of the exhaust port where there is substantially no condensed water, thus preventing the element from being wetted with water or cracked.

Abstract: This embodiment of this exhaust apparatus relates to an air intake device and a rotating blade assembly (50 and 51) which significantly reduce greenhouse gases, hydrocarbon and oxides of nitrogen emissions and other gases and pollutants not yet required to be tested, exhaust noise and temperature of the exhaust gases. By its chilling effect it also improves the efficiency of an internal combustion engine. An electric motor drive shaft (69) is coupled to the drive shaft (67) at the rear of the unit. The drive shaft (66) is attached to the centrifuge and rotating blade assembly (51) creating a vacuum which draws chilled exhaust gases into the unit. The vacuum helps to cool the engine and chill the gases. The gases are mixed and the resultant gaseous mixture exits from the blades into a mixture of exhaust gases (43) and chilled air (35), making a chilled air and exhaust gas mixture (58) exiting through a discharge port in the rear of the unit (65).

Abstract: An engine system is disclosed. The engine system has an engine block having at least one combustion chamber and at least partially defining a crankcase. The engine system also has an inlet conduit connecting a compressor of a turbocharger with the at least one combustion chamber. The engine system further has an exhaust conduit connecting a turbine of the turbocharger with the combustion chamber and a ventilation conduit connecting the crankcase with the exhaust conduit. The engine system also has a controller in communication with the turbocharger, the controller being configured to adjust the geometry of the turbocharger to maintain a pressure of the crankcase lower than a pressure of the inlet conduit.

Abstract: A NOx occluding and reducing catalyst 7 is arranged in the exhaust gas passage 2 of a lean burn engine 1. When the engine 1 is in operation at a lean air-fuel ratio, the operating air-fuel ratio is changed over to a rich air-fuel ratio for a short period of time to execute the rich spike operation for reducing and purifying the NOx occluded in the NOx occluding and reducing catalyst. At the time of the rich spike operation during the lean burn operation being supercharged by a supercharger 45 provided in the intake air passage 4, an electronic control unit 30 of the engine so sets the richness degree of the engine operating air-fuel ratio as to decrease with an increase in the supercharged pressure. This prevents the HC and CO components from flowing out in large amounts to the downstream of the catalyst 7 due to blow-by, and prevents a decrease in the NOx reduction efficiency of the NOx occluding and reducing catalyst.

Abstract: A turbocharger assembly is provided. The turbocharger assembly includes a turbine assembly having at least one internal aerodynamic surface and a compressor assembly having at least one internal aerodynamic surface. At least one of the at least one internal aerodynamic surface of the turbine assembly and the at least one internal aerodynamic surface of the compressor assembly is at least partially coated with a catalyst material. The internal aerodynamic surfaces of the turbine assembly may include a volute, variable geometry mechanism, turbine wheel, and outlet. The internal aerodynamic surfaces of the compressor assembly may include and inlet, compressor impeller, diffuser, variable geometry mechanism, and a volute. An internal combustion engine incorporating the disclosed turbocharger assembly is also provided.

Abstract: One ends of an exhaust path 20 communicate with a plurality of combustion chambers 16 through exhaust ports 18, respectively, an assembling section 22 is provided on the other ends of the exhaust path 20, and a turbo supercharger 45, an exhaust tube 46 and an exhaust purification catalyst 47 are connected to the assembling section 22, on the other hand, a bypass path 52 communicating from the exhaust path 20 to the exhaust tube 46 and the exhaust purification catalyst 47 by bypassing a turbo supercharger 45 is provided and an exhaust control valve 53 capable of opening and closing the bypass path 52 is provided, and a bypass hole 62, which is a part of the bypass path 52, is provided in the cylinder head 11. In the cylinder head of the internal-combustion engine, catalyst warm-up performance is improved and a device is made compact-sized.

Abstract: A system and method for driver-initiation of regeneration of a diesel particulate filter using a service brake pedal in a motor vehicle to reduce the risk that the vehicle will become unattended during on-going regeneration.

Abstract: When an abnormality occurred in a SCR device is detected, the output of an engine is restricted. To this end, in one embodiment, at the time of an abnormality occurrence, a map adopted for calculating a fuel injection quantity is switched from that for a normal time (S407). Further, as the abnormality to be detected, the clogging of an injection nozzle, the dilution of urea water stored in a tank, or the like is adopted.

Abstract: An internal combustion engine has a separate exhaust passage for each one of banks. An exhaust purifying catalyst is provided in each exhaust passage. The mass flow rates G1, G2 of exhaust gas that flow through the exhaust passages are individually estimated. The flow rate of exhaust gas is individually adjusted per each bank by controlling the operation of each one of exhaust gas recirculation valves such that the difference between the estimated mass flow rates G1, G2 is decreased.

Abstract: A system, method, and software that rapidly heats a diesel oxidation catalyst unit to an effective operating temperature at engine startup is disclosed. Upon ignition of an engine an electronic control unit is operable to lower a fresh air flow target value to a reduced fresh air flow target value as well as lower a valve opening limit of an exhaust gas recirculation valve to a reduced valve opening limit. The electronic control unit monitors a temperature value of a flow of exhaust entering the diesel oxidation catalyst unit until the temperature value reaches a first predetermined threshold value. After reaching the first predetermined threshold value, the electronic control unit causes the fuel system to set post-injection fueling to a predetermined post-injection fueling value until the temperature value of the flow of exhaust entering the diesel oxidation catalyst unit reaches a second predetermined threshold value.

Abstract: A reconfigurable exhaust system provides selective positioning of exhaust gas treatment devices either near, or spaced from, the exhaust gas outlet port of a turbine of a turbocharged Diesel engine. In some embodiments, auxiliary air or a heat exchanger are arranged to cool the exhaust gas when required.

Abstract: System in which the depollution device is associated with an oxidation catalyst, and the engine is associated with a common rail for feeding it with fuel and adapted to implement a regeneration strategy using at least one post-injection of fuel into the cylinders. In the system, a request for regeneration (req.RG) can be detected, whether the engine is in a stage of idling can be detected, a temperature downstream from the catalyst can be acquired, a maximum duration for post-injection application during the stage of idling can be determined on the basis of said temperature, and the post-injection can be progressively reduced as soon as the duration of use has reached the maximum duration.

Abstract: A power generation system comprising a LNT for exhaust aftertreatment. The LNT has an effective operating temperature range. When the LNT is near a limit of its effective operating temperature range, the transmission is used to select operating points that increase the LNT's effectiveness. Generally, these operating points reduce the exhaust flow rate, although other factors such as the exhaust temperature may also be taken into account in selecting the operating points. Preferably, the LNT's effective operating temperature-range includes exhaust temperatures produced by the engine at its point of peak power output, whereby the LNT does not approach the limits of its effective operating temperature range except when the engine is at less than peak power. At lower power levels, it is generally possible to select operating points that provide lower exhaust flow rates than the flow rate occurring at the peak power level.

Abstract: When both catalyst degradation and catalyst odor need to be suppressed when a fuel cut condition is satisfied, a fuel cut control is executed giving priority to control for suppressing catalyst odor, though a required air amount G* for idling is drawn in at that time. Therefore, when shifting the engine into an idle state to suppress catalyst degradation after the catalyst odor has been eliminated, the required air amount G* for idling is already being drawn in so there is no need to adjust the air amount. As a result, there is no time delay for air amount adjustment. Therefore, after the control to suppress catalyst odor has ended, a smooth shift can be made into control to suppress degradation of the exhaust gas control catalyst.

Abstract: An internal combustion engine system includes an engine having an engine housing. The engine system further includes an exhaust system, and a turbine disposed within the exhaust system. A particulate reduction device is disposed in the exhaust system upstream of the turbine. The particulate reduction device includes an exhaust retarder having a flow property which is based at least in part on a residence requirement for combustion of particulates in exhaust gases passing therethrough. The flow property may be a flow restriction property, and the exhaust retarder may include a flow restricting trapping element configured to trap particulates in the exhaust gases. The flow restricting trapping element defines a combustion efficacy to exhaust mass flow and temperature coefficient for the particulate reduction device which is based at least in part on a combustion initiating residence requirement for particulates passing through the particulate reduction device.

Abstract: A method for the use of hybrid technology to control lean NOx trap (LNT) and particulate filter regenerations using an electric motor wherein for the LNT (a) the electric motor is adapted to absorb torque excursions of the engine during regeneration of the LNT, (b) wherein the electric motor is adapted to add torque to thereby reduce the air required in the engine and to thereby reduce the amount of fuel needed to regenerate the LNT, or (c) both (a) and (b), or wherein for the particulate filter the electric motor is (a) adapted to load the engine to thereby increase the exhaust temperature to thereby facilitate regeneration of the particulate filter, (b) adapted to use a power source for the electric motor to power an electrically powered particulate filter regeneration unit to thereby facilitate regeneration of the particulate filter, or (c) both (a) and (b).

Abstract: A start-up assisting degree by a motor is set at an appropriate level on the basis of a catalyst condition represented by a catalyst temperature, an oxygen storage (degree) in the catalyst, a change in combustion control represented by an air-fuel ratio for combustion, an ignition timing, or an engine condition such as an engine stopping time period, an engine cooling water temperature, a crank stopping position or rotational load.

Abstract: One concept relates to power generation system, comprising a diesel engine, an exhaust manifold, a turbocharger, and an exhaust line in which are configured a fuel reformer and a LNT. A fuel injector is configured to inject fuel into the manifold upstream of the turbine. The high temperatures upstream of the turbine cause the fuel to crack into smaller molecules, releasing heat and providing a boost to the turbocharger. The fuel injected into the manifold also undergoes intense mixing as it passes through the turbocharger. Injecting fuel in this manner provides several benefits for reformer operation. Another concept relates to a manifold fuel injector used to provide fuel for heating a DPF.

Abstract: In a transient state, where the temperature at the distal end of a fuel adding valve enters a high temperature region, an addition amount for preventing clogging is not simply added in accordance with a map, but instead, delay in the rise of the temperature of the fuel adding valve in the transient state is taken into consideration, and the addition amount for preventing clogging is calculated on the basis of the elapsed time after the point in time when the temperature at the distal end of the fuel adding valve enters the distal end high temperature region and the drive state of the engine (for example, the number of rotations of the engine), and thus, addition is carried out (steps ST4 to ST6). Such addition control makes it possible to add an appropriate fuel addition amount for the rise in temperature of the fuel adding valve in the transient state, and thus, wasteful fuel addition is reduced.

Abstract: A system in which the depollution means (1) are associated with oxidation catalyst-forming means (2), and the engine (4) is associated with common manifold means (7) for feeding it with fuel, and adapted to implement a regeneration strategy in at least one operation of post-injecting fuel into the cylinders, is characterized in that is comprises: detector means (8) for detecting a regeneration request (req.RG); detector means (9) for detecting a state of the foot being raised on the vehicle accelerator; temperature acquisition means (11) for acquiring the temperature downstream from the catalyst-forming means (2); means (8) for determining a maximum quantity of fuel to be injected in the post-injection operations during the period of returning to idling following the foot being raised, and on the basis of said temperature; and means (7, 8) for immediately interrupting the post-injection operation as soon as the quantity of fuel injecting has reached the maximum quantity.

Abstract: A bypass passage is provided, which connects a portion upstream of a turbine of a supercharger in an exhaust passage to a portion close to a front end surface of exhaust gas purification in the exhaust passage, and through which at least part of exhaust gas discharged from an internal combustion engine flows. The exhaust gas discharged from the bypass passage is blown to the front end surface of the exhaust gas purification means in a lateral direction of the front end surface, whereby particulate matter deposited in the front end surface of the exhaust gas purification means is blown off.

Abstract: Provided is an exhaust turbo-supercharger capable of preventing misalignment of the center of the rotating shaft of a supercharger turbine and the center of the rotating shaft of a supercharger compressor, or, misalignment of the center of the rotating shaft of the supercharger turbine, the center of the rotating shaft of the supercharger compressor, and the center of the rotating shaft of a power generator, due to the heat of exhaust gas; capable of reducing vibration of these rotation axes; and capable of improving the reliability of the entire supercharger. An exhaust turbo-supercharger 1 has a casing 6 that supports a turbine unit 3 and a compressor unit 5. The lower end of the casing 6 constitutes a leg portion 6a, and the leg portion 6a is fixed to a base placed on the floor. A power generator 19 having a rotating shaft 19a connected to a rotating shaft 7 of the turbine unit 3 and the compressor unit 5 is provided.

Abstract: In combustion control apparatus and method for an internal combustion engine, an exhaust gas purifying section is disposed in an exhaust system of the engine, a determination is made, on the basis of a state of the exhaust gas purifying section, whether a request is issued to switch a combustion mode of the engine to a split retard combustion (predetermined fuel combustion mode) in which a preliminary fuel combustion is carried out at least once at or near to a top dead center and a main fuel combustion to develop a main torque is started after a completion of the preliminary fuel combustion, and the combustion mode of the engine is switched to the split retard combustion when the combustion mode switching request determining section determines that the request is issued and during a transient driving state of the engine.

Abstract: An exhaust treatment system for an engine is disclosed and may have an air induction circuit, an exhaust circuit, and an exhaust recirculation circuit. The air induction circuit may be configured to direct air into the engine. The exhaust circuit may be configured to direct exhaust from the engine and include a turbine driven by the exhaust, a particulate filter disposed in series with and downstream of the turbine, and a catalytic device disposed in series with and downstream of the particulate filter. The exhaust recirculation circuit may be configured to selectively redirect at least some of the exhaust from between the particulate filter and the catalytic device to the air induction circuit. The catalytic device is selected to create backpressure within the exhaust circuit sufficient to ensure that, under normal engine operating conditions above low idle, exhaust can flow into the air induction circuit without throttling of the air.

Abstract: The invention provides methods for regenerating pollutant storage and catalytic components of an internal combustion engine's exhaust gas aftertreatment system. These methods include introducing reductant in to catalytic components requiring regeneration in series of discreet portions during a Scheduled Regeneration Event. Typically the flow of exhaust gas to the catalytic component undergoing regeneration is at least partially reduced.

Abstract: In an engine having apparatus for a post-exhaust process, surging is prevented when the air excess coefficient is changed to a lean condition from a rich condition in order to carry out the post-exhaust process. The present engine control apparatus comprises a turbo-supercharger driven by exhaust energy of an engine in a vehicle, an EGR path interconnecting an exhaust path and an inlet path of the engine, at least one of a NOx trap catalyzer and a diesel particulate filter (DPF) mounted in the exhaust path for purifying exhaust discharged from the engine, an EGR valve for adjusting the flow rate of air passing through the EGR path, an air excess coefficient control unit for controlling the air excess coefficient, depending on driving conditions, and wherein the EGR valve is operable to close when the air coefficient control unit controls the air excess coefficient so as to be in a lean condition.

Abstract: A particulate filter regeneration system for an internal combustion engine includes a plurality of combustion cylinders, an intake manifold and an exhaust manifold. The particulate filter regeneration system includes a particulate filter adapted for communication with the exhaust manifold, a flame heater adapted for communication with the intake manifold, and a temperature indicator for providing an indication of a temperature associated with the exhaust manifold. A controller is coupled with the temperature indicator and the flame heater. The controller actuates the flame heater dependent upon a particulate filter regeneration indicator and a signal from the temperature indicator indicating a temperature of less than approximately 300° C.

Abstract: The present invention is a turbocharger (18) and control system based strategy to control exhaust gas filters (30) for aftertreatment regeneration. The air handling system (10) uses the variable turbine geometry (VTG) of the turbine (20) and a compressor (22) flow control bleed valve (24) to drive pressurized intake air into the exhaust. The oxygen rich exhaust gas can then be mixed with fuel and combusted. Increasing the temperature of the exhaust gas will combust the excess exhaust gas emissions and reduce the pressure drop across the filter (30). This system (10) can be used under any operating conditions so as to be available to combust the excess exhaust gas emissions when needed.

Abstract: The invention is based on a method for operating an engine drive train having a connectable electrical machine, the electrical machine being drivingly connectable to the engine in whose exhaust gas system an exhaust gas cleaning device is located. A moment output of or drawn by the electrical machine is impressed on a moment of the engine that is demanded by an engine control unit, as a function of an operating state of the exhaust gas cleaning device.

Abstract: An internal combustion engine is provided with an exhaust gas pipe for taking exhaust gases from the engine's combustion chamber and an intake pipe for supplying air to the combustion chamber. The engine includes a turbo charging system with a high-pressure turbine that interacts with a high-pressure compressor and a low-pressure turbine that interacts with a low-pressure compressor, for recovery of energy from the engine's exhaust gas flow and pressurizing of the engine's intake air. The high-pressure turbine is connected to the low-pressure turbine via a duct. An exhaust gas pressure regulator is located in the duct between the high-pressure turbine and the low-pressure turbine.

Abstract: A nozzle device for a turbine of a turbocharger according to the present invention comprises variable annular nozzle (2) defined between an inboard wall (3) and an outboard wall (4), wherein said outboard wall (4) is axially movable for completely closing said variable annular nozzle (2).

Abstract: A sealing structure includes a labyrinth seal provided between a housing and an outer periphery of an end portion of a turbine shaft on a turbine wheel side, and a piston ring seal disposed on a side toward a center of the turbine shaft in an axial direction thereof from a position on the turbine shaft at which the labyrinth seal is provided, and a ring groove is formed along a circumferential direction of the housing in a middle portion of the labyrinth seal to reverse a flow direction of exhaust gas entering from the exhaust passage.

Abstract: One embodiment includes a housing (12) and a valve (10) to be used in an internal combustion engine exhaust breathing system (14). The housing (12) may define one or more inlet passages that receive fluid-flow, and may also define one or more outlet passages that deliver fluid-flow. The valve (10) regulates fluid-flow through the housing (12) and between the passages.

Abstract: A turbocharger arrangement providing a turbocharger, at least one treatment device, and at least one boost device. The turbocharger has a turbine and a compressor that are moveably coupled to one another. The turbine has an upstream path and a downstream path. The compressor has an upstream path and a downstream path. The at least one treatment device is in fluid communication with the upstream path of the turbine. The at least one additional boost device is operably engaged with the turbocharger to assist the flow of a gaseous fluid through the at least one treatment device and the turbocharger.

Abstract: An exhaust gas control apparatus is provided for an internal combustion engine having at least two cylinders, a turbine, and an exhaust manifold collecting a flow of exhaust gases formed in each cylinder towards the turbine. The exhaust manifold has an inlet port connected to each cylinder and an output port upon which the turbine is secured. The exhaust gas control apparatus includes at least one seal positioned between two adjacent inlet ports, each seal being articulated relative to the exhaust manifold and being capable of sealing one of the two adjacent inlet ports to reduce the internal volume of the exhaust manifold available for the flow of exhaust gas. The apparatus of the invention makes it possible to reduce the internal volume of the exhaust manifold according to the engine cycle.

Abstract: A combustion engine, which is highly efficient, noiseless and lightweight, includes a combustion chamber without pistons. The combusted and expanded air exiting the combustion chamber flows into a displacement pump, such as a gear pump or radial vane pump. The displacement pump drives the load, and, in addition, another smaller displacement pump, which pressurizes fresh air and introduces same, via a feedback loop, into the combustion chamber. Gas or other burnable fuels are introduced in the combustion chamber, so that a continuous fuel burning will occur, after being ignited. The ratio of bigger to the smaller pump is influenced by the percentage of expansion of the air in the combustion chamber.

Abstract: There is described a variable geometry turbine having a sliding element (5) for the control of the section throat of the turbine (1) by sliding movement along an axial direction of a turbine wheel (71). The turbine wheel operates to convert a flow of working fluid into mechanical energy. At least one bypass channel (51) is defined in the sliding element (5). The bypass channel is further connected to a turbine wheel outlet area (79) downstream of the turbine wheel for selectively guiding an excess flow of working fluid past the turbine wheel (71), so as to control the operation of the turbine. A use of the variable geometry turbine with a turbocharger for an engine and a method for controlling such turbine is also described.

Abstract: A system for assisting regeneration of a particle filter in an exhaust line (3) of a motor vehicle diesel engine (1) associated with: air admission means (2); exhaust gas recycling means (4); a turbocompressor (5); a particle filter (7); a common system (8) for feeding fuel to the engine; means (16) for adding to the fuel an additive adapted to be deposited on the particle filter (7) to reduce the combustion temperature of particles trapped therein; means (20, 21, 22) for acquiring information relating to operation of the engine; and monitoring means (17) adapted to trigger a phase of regeneration of the particle filter by combustion of the particles trapped therein by triggering a phase of multiple injection of fuel. The filter (7) is impregnated with a catalyst for oxidizing hydrocarbons and CO present in the exhaust gases.

Abstract: An exhaust turbo supercharger is provided that is able to effectively prevent exhaust gas that has flowed into between a turbine housing and a bearing housing from leaking to outside of the device, while allowing an excellent level of workability in assembly and disassembly. Included is a turbine housing, into which exhaust gas from an internal combustion engine is introduced; a turbine wheel which is provided within the turbine housing and which is rotation-driven by the exhaust gas; a turbine shaft, one end of which is inserted into the turbine housing, and to which the turbine wheel is attached; a bearing which supports the turbine shaft; and a bearing housing which is connected to the turbine housing and inside of which the bearing is housed.

Abstract: An internal combustion engine includes a turbocharger having a turbine, a first set of combustion cylinders, and a second set of combustion cylinders. A first particulate trap is in fluid communication between the first set of combustion cylinders and the turbine. A second particulate trap is in fluid communication between the second set of combustion cylinders and the turbine.

Abstract: A turbocharger includes, but is not limited to a connecting flange for connection to a cylinder head. The connecting flange has at least one connecting opening for receiving a fluid line for the supply and/or removal of fluids. Further disclosed does a cylinder head comprise a connecting flange for connection to a turbocharger. The connecting flange has at least one connecting opening for receiving a fluid line for supplying and/or removing fluids. Furthermore, an engine arrangement comprising a cylinder head and a turbocharger flange-mounted to the cylinder head is provided. With these turbocharger, cylinder head, and engine arrangement, it is possible to connect a turbocharger and a cylinder head to one another, simply, rapidly, and straightforwardly.

Abstract: In a secondary air supply device comprising a turbine and a compressor with turbine and compressor wheels having blades which are covered by wheel covers and an air filter structure disposed between the turbine and compressor wheels, so that air is supplied to the compressor and to the turbine from a common filter structure disposed between the compressor and the turbine wheels.

Abstract: A store ejection system for an aircraft includes a store ejector, and a power source for the store ejector. The power source has a fuel supply of a flowable combustible fuel, an oxidizer supply of a flowable oxidizer, a combustion chamber that controllably receives the combustible fuel from the fuel supply and the oxidizer from the oxidizer supply and forms a combustible mixture thereof, an igniter that controllably ignites the combustible mixture in the combustion chamber, and a combustion-gas line extending from the power source to the store ejector.

Abstract: A method for estimating output compressor output temperature for a two-stage turbocharger. The method includes: storing a composite relationship relating temperature ratio across a pair of compressors of the two-stage turbocharger as a function of mass flow through such pair of compressors and pressure drop across the pair of the compressors; calculating the pressure ratio equal to the pressure at an input to the first one of the pair of compressors to the pressure at the output of the second one of the pair compressor; using the composite relationship and an output of a mass flow at the input to the first one of the pair of compressors and the calculated pressure ratio to determine the temperature ratio across the pair of compressors; and calculating the estimated output temperature of the second one of the pair of compressors by multiplying the determined temperature ratio across the pair of compressors by a temperature at the input of the first one of the pair of compressors.