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: The motor-assisted variable geometry turbocharging system has a motor to add power to the turbocharger rotating assembly, especially at low exhaust gas volume. Additionally, the system includes a control over compressor air inlet direction, and/or control of exhaust gas to a two-volute expander. These are individually controlled, or controlled in combination, to enhance turbocharged engine performance. In a preferred embodiment, the system comprises an electric motor, mounted directly within the turbocharger main housing, variable pre-whirl vanes mounted upstream of the turbocharger compressor, and a diverter valve in the exhaust piping upstream of a divided turbine volute.

Abstract: A method and apparatus regulates the pressure in the intake duct of an internal combustion engine. The internal combustion engine has a control unit, in which a desired pressure value is determined. The current pressure in the intake duct is adjusted to the desired value by a valve device, and the valve device is acted upon by an actuating signal from the control unit. In order to build up the pressure in the intake duct with a suitable dynamic response for each load state, particularly when using a number of valve devices, the actuating signal is used as a control signal, as a function of a relative desired pressure valve, from a control characteristic map stored in the control unit. A controller signal produced in a controller is superimposed on the control signal if required.

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: An electronic turbocharger control system for an internal combustion engine is provided to control at least one turbocharger by controlling a bypass valve and a wastegate in response to the engine speed, engine load, ambient temperature, and the operating environment's barometric pressure wherein the turbocharger is controlled to operate within predetermined islands of efficiency on a pressure ratio versus mass airflow map thereby allowing the adaptation of one turbocharger assembly for various applications. The method and apparatus provides improved engine efficiency and increases low speed torque.

Abstract: A multistage supercharging system for a reciprocating engine, which is suitable for use in an aircraft capable of flying at high altitude, includes plural stage turbochargers connected in series to each other. A control unit controls operation of these turbochargers. The turbocharger at each stage includes a turbine side bypass passage bypassing the turbine, a compressor side bypass passage bypassing the compressor, a wastegate valve for controlling the flow rate of exhaust flowing through the turbine side bypass passage, a bleed valve for controlling the flow rate of intake air flowing through the compressor side bypass passage, and a pressure sensor disposed at the downstream side of the compressor. The control unit receives a signal from the pressure sensor, and controls the respective valves to selectively operate the turbochargers.

Abstract: A method and apparatus regulates the pressure in the intake duct of a turbocharged internal combustion engine. The internal combustion engine has a control unit, in which a desired pressure value is determined. The current pressure in the intake duct is adjusted to the desired value by a valve device, and the valve device is acted upon by an actuating signal from the control unit. In order to build up the pressure in the intake duct with a suitable dynamic response for each load state, particularly when using a number of valve devices, the actuating signal is used as a control signal, as a function of a relative desired pressure valve, from a control characteristic map stored in the control unit. A controller signal produced in a controller is superimposed on the control signal if required.

Abstract: The present invention includes a method and apparatus for controlling the air flow into an engine. The engine has a wastegate and a choke valve. The method includes the steps of determining an air pressure within the intake manifold and comparing the air pressure to a desired air pressure. A position of the choke valve and wastegate is then determined in response to the comparison. The apparatus includes an air pressure sensor for sensing the actual air pressure within the intake manifold. A controlling means compares the actual air pressure with a desired air pressure and responsively determines a position of the choke valve and the wastegate. A choke valve actuator and wastegate actuator position the choke valve and the wastegate respectively.

Abstract: A fuel control system for an engine utilizing direct fuel injection including a smoke sensor for measuring the level of smoke in the engine exhaust. A control module, in response to the output signal from the smoke sensor, regulates the timing and delivery of fuel to the engine, the delivery of air to the engine, the amount of exhaust gases that are recirculated to the engine, the turbo boost pressure and performs on-board diagnostics.

Abstract: In a diesel engine in which boost air is supplied by a turbocharger, the generation of dry soot, which is a component of smoke, is suppressed by lowering the intake air temperature in the cylinder at the compression top dead center position of the piston. The fuel injected into the intake air is ignited by the heat of this compression. In order to reduce the intake air temperature at the top dead center position without reducing the amount of the intake air, the boost pressure of the turbocharger is lowered and also the effective compression ratio by the piston for the intake air is raised by, for example, altering the closing timing of an intake valve.

Abstract: The motor-assisted variable geometry turbocharging system has a motor to add power to the turbocharging shaft, especially at low exhaust gas volume. Additionally, the turbocharger has control over compressor air inlet direction and/or control of exhaust gas to a two-volute expander. These are individually controlled directly or indirectly from an engine controller to enhance turbocharger performance. In a preferred embodiment, the motor is an electric motor, mounted directly on the turbocharger shaft intermediate the turbo expander and turbo compressor and within the main housing.

Abstract: A charging control apparatus including means for shortening a running-up period of the second turbocharger with an exhaust bypass valve when an instant engine speed is low, so that torque shock during the transition from one-turbocharger-operation to two-turbocharger-operation is decreased. During rapid acceleration at high engine speeds, an exhaust switching valve is opened at once. Further, the reference engine speed and the reference intake air quantity for switching to two-turbocharger-operation are varied in accordance with the shift gear position, so that an optimum switching to two-turbocharger-operation is obtained.

Abstract: A charging pressure control apparatus including a first duty control solenoid valve for controlling the opening degree of an exhaust bypass valve to thereby control a charging pressure during "one-turbocharger-operation", and a second duty control solenoid valve for controlling the opening degree of a waste gate valve to thereby control a charging pressure during "two-turbocharger-operation". The operating conditions at high altitudes of the first duty control solenoid valve and the second duty control solenoid valve are made different from those at low altitudes so that the power characteristic of the turbocharged engine is as good at high altitudes as at low altitudes.

Abstract: An engine control system generates a manifold pressure demand signal from an engine output demand signal provided by an accelerator pedal position transducer or a cruise control. The manifold pressure demand signal is compared with the actual inlet manifold pressure and the difference used to control an engine throttle and a turbocharger by means of a waste gate.

Abstract: An engine is provided with a primary turbocharger and a secondary turbocharger having blowers disposed in the intake passage of the engine in parallel to each other and turbines disposed in the exhaust passage of the engine in parallel to each other. An exhaust cutoff valve disposed in the exhaust passage opens to feed exhaust gas to the turbine of the secondary turbocharger to operate the secondary turbocharger only in a large intake air mass range. A waste gate valve opens to relieve exhaust gas fed to the turbochargers when the supercharging pressure exceeds a predetermined value. The waste gate valve is kept closed for a predetermined time after the operating condition of the engine shifts into the large intake air mass range and the exhaust cutoff valve opens when shift of the operating condition of the engine from a small intake air mass range to the large intake air mass range is required.

Abstract: An engine control system comprising a variable valve actuating mechanism for an engine which may consists of a mechanism capable of varying valve timing, a variable capacity supercharger which may consists of a turbocharger provided with moveable vanes for varying a cross sectional area of an exhaust gas passage leading to a turbine wheel, and a control unit for controlling a valve actuating operation of the valve actuating mechanism and a capacity varying operation of the variable capacity supercharger. The capacity of the supercharger is controlled by taking into account the operating conditions of the valve actuating mechanism. Thus, the control unit is capable of achieving a precise and prompt control action, and, by appropriately determining the control plan, it is possible to increase the maximum output of the engine and/or to reduce strain on the engine.

Abstract: An internal combustion engine with a dual turbocharger system which includes an engine, a first and a second turbocharger arranged in parallel with each other, an intake switching valve located downstream of a compressor of the second turbocharger, an exhaust switching valve located downstream of a turbine of the second turbocharger. The engine operation is changed between a "one-turbocharger-operation" wherein only the first turbocharger is operated and a "two-turbocharger-operation" wherein both the first turbocharger and the second turbocharger are operated. Change from the "one-turbocharger-operation" to the "two-turbocharger-operation" is performed on the basis of an intake air quantity, and change from the "two-turbocharger-operation" to the "one-turbocharger-operation" is performed on the basis of an engine speed. This type of change suppresses a torque shock at shift changing during acceleration and improves the drive feeling.

Abstract: The torque output of a fluidic torque converter that is driven by a supercharged engine and whose output is coupled to the input of a hydraulic automatic transmission is determined and compared with a transmission input torque limit which is a function of the transmission gear. The boost pressure output of the engine supercharger is limited based on this comparison to closed loop limit the torque output of the torque converter at the transmission input torque limit.

Abstract: An internal combustion engine including a first turbocharger operated at all intake air quantities and a second turbocharger operated only at large air intake air quantities, an intake switching valve located downstream of the compressor of the second turbocharger, an exhaust switching valve located downstream of the turbine of the second turbocharger, and an exhaust bypass valve for bypassing the exhaust switching valve. For the purpose of running-up the second turbocharger before the operation is changed from a "one-turbocharger-operation" to a "two-turbocharger-operation", the exhaust bypass valve is partially opened and then the amount by which the exhaust bypass valve is opened is gradually increased until it is fully opened so that any torque shock accompanying the operational change is effectively suppressed.

Abstract: An internal combustion engine with a dual turbocharger system includes a first turbocharger operated through an entire intake air quantity, a second turbocharger operated only at large intake air quantities, an exhaust bypass conduit bypassing a turbine of the second turbocharger, an exhaust bypass valve installed in the exhaust bypass conduit, and exhaust bypass valve opening control means for controlling at least one of a time to begin opening and a speed of opening the exhaust bypass valve. The exhaust bypass valve is opened before the turbocharger operation is switched from a "one-turbocharger-operation" to a "two-turbocharger-operation" so that the second turbocharger is run-up and a smooth transition can be obtained.

Abstract: A control system for supercharging an internal combustion engine equipped with an automatic transmission includes a capacity changeable supercharger. The supercharger is controlled by a supercharging capacity controller, having data representative of at least one supercharging capacity control line, so that its supercharging capacity is charged according to operating conditions of the internal combustion engine. A transmission shift controller, causing the automatic transmission to shift according to operating conditions of the internal combustion engine, has data representative of at least one gear shift control line for a shift operation of the automatic transmission. The at least one gear shift control line has an intermediate portion, including an intersection with the supercharging capacity control line defined by a specific engine load between upper and lower middle vehicle speeds.

Abstract: An internal combustion engine with a dual turbocharger system includes a first turbocharger and a second turbocharger arranged in parallel with each other. An exhaust switching valve is installed in an exhaust conduit downstream of a turbine of the second turbocharger and is actuated by a single diaphragm actuator. An exhaust bypass conduit is provided so as to bypass the exhaust switching valve, and an exhaust bypass valve is installed in the exhaust bypass conduit. Before the operation is changed from "one-turbocharger-operation" to "two-turbocharger-operation", the exhaust bypass valve is opened before the exhaust switching valve is opened, to suppress a shock which may occur at the transition from the "one-turbocharger-operation" to "two-turbocharger-operation".

Abstract: In a sequential turbocharger system having a first stage large volume turbo-charger and a second stage small volume turbocharger, a diaphragm actuator is provided for an exhaust bypass valve bypassing a turbine of the small volume turbocharger. The diaphragm actuator has a two step characteristic in relation to an opening of the exhaust bypass valve, so that an increased speed of opening of the exhaust bypass valve is obtained when the pressure downstream of the compressor of the first turbocharger is equal to the pressure downstream of the compressor of the second turbocharger.

Abstract: A twin wastegate valve for an exhaust gas driven turbocharger in which exhaust gas is communicated to the turbine wheel through separate inlet passages includes a pair of wastegate valve members mounted for pivoting movement relative to a support. The support is pivotally mounted on the actuating arm. Accordingly, small differences in the height of the valve seat caused by wear or by manufacturing tolerances do not affect closure of the valve.

Abstract: An air supply control system for an internal combustion engine comprises first and second turbosuperchargers, an exhaust cutoff valve operative to open and close one of separated exhaust passages in which a turbine of the second turbosupercharger is disposed, a first valve driving device for controlling the exhaust cutoff valve so that only the first turbosupercharger works when intake air mass flow fed to the engine is to be relatively small and both of the first and second turbosuperchargers work when the intake air mass flow is to be relatively large, an exhaust bypass valve operative to open and close an exhaust bypass passage provided for forming a partial exhaust passage detouring the exhaust cutoff valve, a second valve driving device for causing the exhaust bypass valve to open the exhaust bypass passage when intake air pressure applied to the engine reaches a predetermined value under a condition in which the intake air mass flow is to be relatively small, a waste gate valve operative to open and clo

Abstract: A turbocharger for an internal combustion engine can provide a two-stage compressor with movable stator blades to shift the compressor performance and match the air output of the turbocharger to varying air requirements of an internal combustion engine. The turbocharger can also be provided with a generally optimum boost pressure ratio of about 4.5:1 to 4.6:1. Such a compressor comprises a first axial-compressor stage, typically providing a 1.3:1 pressure boost ratio, and a second radial-compressor stage, typically providing a pressure ratio of 3.5:1. The turbine of such a turbocharger can be a combination flow turbine and can be provided with closure means to vary the turbine geometry and provide more efficient turbine operation at low-engine speeds. The turbocharger includes a roller bearing system adapted to accommodate imbalance. A control system operating in response to engine-operating conditions can operate the compressor-stator vanes and, if present, the turbine closure means.

Abstract: An air supply control system for an internal combustion engine includes a plurality of superchargers including a turbosupercharger, an exhaust cutoff valve operative selectively to open and close an exhaust passage in which a turbine of the turbosupercharger is disposed, and an intake air cutoff valve operative selectively to open and close an intake passage in which a blower of the turbosupercharger is disposed, wherein both the exhaust cutoff valve and the intake air cutoff valve are closed when intake air mass flow fed to the engine is to be relatively small and are open when the intake air mass flow is to be relatively large, the intake air cutoff valve is delayed to be open compared with the exhaust cutoff valve when the operating condition of the engine is changed into the situation in which the intake air mass flow is to be relatively large from the situation in which the intake air mass flow is to be relatively small, and the intake air cutoff valve is delayed to be closed compared with the exhaust cu

Abstract: An air supply control system for an internal combustion engine comprises a plurality of superchargers including a turbosupercharger, an exhaust cutoff valve operative selectively to open and close an exhaust passage in which a turbine of the turbosupercharger is disposed, an intake air cutoff valve operative selectively to open and close an intake passage in which a blower of the turbosupercharger is disposed, an intake air relief valve operative selectively to open and close a relief passage provided for detouring the blower of the turbosupercharger, an engine operation detector for detecting operating conditions of the engine, a cutoff valve controller operative, in response to the detection output from the engine operation detector, to cause both the exhaust cutoff valve and the intake air cutoff valve to be closed when intake air mass flow fed to the engine is to be relatively small and to cause both the exhaust cutoff valve and the intake air cutoff valve to be open when the intake air mass flow fed to t

Abstract: An air supply and exhaust control system for an internal combustion engine comprises at least first and second turbosuperchargers, an operation prohibiting portion for prohibiting the second turbosupercharger from working as occasion demands, an exhaust gas flow detecting portion, an air supply control portion for causing the operation prohibiting portion to prohibit the second turbosupercharger from working when a detection output from the exhaust gas flow detecting portion indicates that the exhaust gas flow is less than a first predetermined value, an exhaust gas discharging device connected to an exhaust passage in possession of variable exhaust resistance for discharging the exhaust gas, an exhaust resistance changing portion for changing the variable exhaust resistance, and an exhaust control portion for controlling the exhaust resistance changing portion to set the variable exhaust resistance to be relatively small when the detection output from the exhaust gas flow detecting portion indicates that the

Abstract: An air supply control system for an internal combustion engine comprises at least first and second turbosupercharger, an exhaust cutoff valve operative selectively to open and close an exhaust passage in which a turbine of the second turbosupercharger is disposed, an intake air cutoff valve operative selectively to open and close an intake passage in which a blower of the second turbosupercharger is disposed, a cutoff valve controller operative to control the exhaust cutoff valve and the intake air cutoff valve so as to cause the first turbosupercharger to work when intake air mass flow fed to the engine is to be relatively small and to cause both of the first and second turbosuperchargers to work when intake air mass flow fed to the engine is to be relatively large, an engine operation detector, and an operation controller operative to vary, in response to an engine operating condition detected by the engine operation detector, a boundary between first and second operating areas provided on an operating char

Abstract: A compound rotary-reciprocal engine with multiple cylinders of a reciprocator component coupled to a positive displacement, rotary compressor-expander, with systems for coordinating the cycle timing of each cylinder with the timing of the rotary compressor-expander and with systems enabling the efficient operation of the coupled components as a unitary engine in a wide range of operating conditions.

Abstract: A supercharged internal combustion engine arrangement comprising an internal combustion engine having a plurality of turbo-chargers arranged to charge air into the engine and mechanism responsive to an operating condition of the engine for disabling at least one of the turbo-chargers, the arrangement being such that at low speeds all the turbo-chargers are used, and that as the speed rises the at least one turbo-charger is gradually disabled, thereby to improve the responsiveness of the engine.

Abstract: An intake air control system for an automotive engine having a turbocharger has a bypass provided around a compressor of the turbocharger and a control valve provided in the bypass. The control valve is connected to an accelerator pedal by a connecting mechanism. The connecting mechanism is so arranged that the control valve is opened in a low engine speed range and closed in a high engine speed range.

Abstract: Turbocharger or supercharger for an internal combustion engine, which includes an exhaust turbine in the engine exhaust gas stream and a compressor in the fuel/air mixture stream between the fuel/air source and the intake manifold for boosting the intake manifold pressure; a dedicated recirculation loop connecting the compressor output with its input and a recirculation control valve disposed in the recirculation loop for controlling the amount of airlfow in the recirculation loop. The recirculation control valve is linked to the engine power control linkage such that at high power, the recirculation is blocked while at low power the recirculation is unrestricted. As a result, at low power the turbine and compressor is kept running at a relatively high RPM due to the recirculation loop being open, and at suddenly increased power demand, power boost is immediately available without turbo lag due to the closing of the recirculation loop.

Abstract: An internal combustion engine equipped with at least one exhaust gas turbocharger whose compressor is connected by way of a charging pressure line to a suction manifold of the engine and whose turbine is inserted into an exhaust gas line coming from an exhaust gas manifold. A controllable blow-off valve (waste gate) is installed into a by-pass line coming from the exhaust gas line and by-passing the turbine while the compressor is adapted to be short-circuited by way of a vent valve. During the transition of the internal combustion engine into the coasting operation, the blow-off valve is activated into the closed condition for at least a limited time span. A loss of exhaust gas energy during a shifting operation is avoided thereby so that the internal combustion engine accelerates more rapidly after termination of the shifting operation.

Abstract: In order to remove particulate matter from the exhaust gases which flow into the turbine impeller scroll of a internal combustion engine turbocharger, a separator which settles or centrifugally separates the solids from the gases is disposed between the engine manifold and the turbocharger. The separator is arranged to communicate with the turbocharger waste gate so that collected particulate matter is carried out of the device when the valve is opened to vent excessive back pressure.

Abstract: A turbosupercharging system is provided having two turbosuperchargers of the same type and dimensions, connected in parallel. A cut-in valve is installed in an exhaust manifold in which the second turbine is installed. When the valve is closed, the entire exhaust blast coming from the engine is directed to the first turbine. In this manner, even at low engine speeds, the first turbine can deliver an effective amount of power to its compressor, thereby introducing a detectable supercharge into the cylinders of the internal combustion engine. This supercharge also holds a biased nonreturn valve which is built into the manifold pressure line of the second tubosupercharger is a closed position. When the cut-in valve is completely open the exhaust blast is divided between both turbines, thereby allowing a pressure build up in the manifold pressure line of the second turbosupercharger.

Abstract: A method and apparatus for controlling the intake manifold air pressure during compression release engine retarding of a turbocharged internal combustion engine are disclosed. The apparatus comprises a solenoid actuated pressure responsive means communicating with the intake manifold and electrically connected to the control circuit for the compression release retarder. In one form of the invention, intake manifold air pressure is controlled so as not to exceed a predetermined maximum pressure during compression release retarding while in another form of the invention the intake manifold air pressure may be adjusted by the operator to any level up to a predetermined maximum level. By controlling the intake manifold air pressure the magnitude of the retarding horsepower developed by the engine and the loads imposed on certain of the engine components may be controlled.

Abstract: A control for the engagement and disengagement of an exhaust gas turbocharger in which the charging air pressure of the internal combustion engine is used as control magnitude for the engagement and disengagement. Unfortunately, this charging air pressure exhibits oscillations with large amplitudes after each engagement and disengagement which could trigger faulty shifting operations in the control. To alleviate this problem, the control line (44) between the charging-air line and the control slide valve members (40, 41) is always closed off when these oscillations occur and their negative effects on the control are thereby prevented.

Abstract: The air charge pressure sensor of the control system for a turbo supercharger of an internal combustion engine measures absolute charge pressure, but is used, in the idling condition of the engine, to measure atmospheric pressure, which is stored when the engine is idling for deriving the relative charge pressure for the control system.

Abstract: A piston internal combustion engine in which for the engagement and disengagement of an exhaust gas turbocharger (12), its exhaust gas closure device (33) is opened, respectively, closed only so far that the charging air pressure produced by the continuously engaged exhaust gas turbocharger (11) remains approximately constant. By re-routing a small air quantity by way of a by-pass line (36) to the suction side of the compressor (24), the power input of the compressors (21 and 24) is kept small. During the engagement of the exhaust gas turbocharger (12), a small energy quantity is therefore sufficient in order to accelerate the same to its operating rotational speed. Thereafter, the engaging operation is terminated by complete opening of the exhaust gas closure device (33) and by opening of the charging air closure device (34).

Abstract: A control system for the engagement and disengagement of exhaust gas turbochargers, in which the charging air pressure acts as control magnitude on a first control end face of a slide valve member against the force of a spring; in order to prevent the effects of the strong pressure fluctuation of the charging air pressure, which occur during engagement and disengagement of an exhaust gas turbocharger, on the shifting behavior of the control device, the slide valve member includes a second control end face, on which a second control pressure acts temporarily; the second control pressure and the first control pressure and the working medium for the control system may be formed by the charging air pressure so that no additional pressure sources are required; however, by the use of a spring biased valve the second control pressure may additionally be used for the filling limitation during starting and in the range of lower outputs of the piston driven internal combustion engine.

Abstract: An apparatus for controlling the supercharging pressure in a turbocompressed engine, of the type including a turbocompressor the turbine portion of which is supplied through the exhaust pipe of the engine, with a shunted dump-valve, while the compressor portion supplies the engine's intake piping which is provided with a butterfly valve, and in which the dump-valve is controlled by a pneumatic actuating cylinder having a return spring for closing the actuator and a control chamber which is connected through a connection tube to either intake piping or to exhaust pipe, and a delay valve inserted within said connection tube, with the valve including a throttling constriction and a check valve set up in parallel.

Abstract: Arrangements for engine compressor units are disclosed in which power cylinders operating on the two-stroke cycle are provided with charging air from a blower or other source which also provides charging air to two-cycle compressor cylinders so as to increase compressor volumetric efficiency through the delivery of precompressed inlet charges.

Abstract: In an internal-combustion engine having a supercharger and an air-bypass passage for controlling the idle speed, when the engine is being cranked, the air-bypass passage is completely open. When the engine is not being cranked and the supercharger is operating, the air-bypass passage is completely closed. Further, when the engine is not being cranked and the supercharger is not operating, the opening of the air-bypass passage is adjusted in accordance with predetermined operating parameters.

Abstract: In a device for regulating the air supply of an internal combustion engine supercharged by a turbo-compressor unit driven in rotation by the engine's exhaust, the intake of the rotating compressor is controlled by an intake regulation (or gating) system capable of reducing the compressive effect of the rotor of the compressor. Control elements of said regulation (or gating) system are connected with the accelerator linkage so as to close the regulation (or gating) system and reduce the compressive effect to the maximum degree when the accelerator moves toward the idling position of the engine.

Abstract: In combination with an internal combustion engine and an air compressor, for use in an aircraft, the compressor providing compressed air to the engine's air inlet, there is provided a variable overboard bleed valve. The bleed valve is operated by a valve controller which controls the position of the bleed valve in response to changes in engine operating conditions. This permits maintaining optimum compressor operation over a wide range of engine operating conditions without exceeding the critical pressure of the compressor, so as to avoid surge. The controller can be preferably linked to the propeller governor and the throttle control for the aircraft, so as to move in response to combined movement of the governor and throttle control. The combined movement can be obtained using a pair of cables connected to a pivoting plate connected to the rotating control shaft of a butterfly valve.

Abstract: The motor-assisted variable geometry turbocharging system has a motor to add power to the turbocharging shaft, especially at low exhaust gas volume. Additionally, the turbocharger has control over compressor air inlet direction and/or control of exhaust gas to a two-volute expander. These are individually controlled directly or indirectly from an engine controller to enhance turbocharger performance. In a preferred embodiment, the motor is an electric motor, mounted directly on the turbocharger shaft intermediate the turbo expander and turbo compressor and within the main housing.