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: An apparatus, system, and method are disclosed for preventing turbocharger overspeed in a combustion engine. The method includes determining a turbocharger error term as a difference between a nominal turbocharger maximum speed and a current turbocharger speed. The method further includes determining a turbocharger speed derivative with respect to time. The method includes calculating a turbocharger control response based on the turbocharger error term and the turbocharger speed derivative with respect to time. The turbocharger control response may be a modified turbocharger maximum speed calculated by determining a reference speed multiplier based on the turbocharger error term and the turbocharger speed derivative with respect to time, and multiplying the reference speed multiplier by the nominal turbocharger maximum speed. The method thereby smoothly anticipates turbocharger transient events, and prevents an overspeed condition of the turbocharger.

Abstract: A compressor comprises an impeller wheel mounted within a housing defining an inlet and an outlet. The wheel has a plurality of vanes and is rotatable about an axis. The housing has an inner wall defining a surface located in close proximity to radially outer edges of the impeller vanes which sweep across said surface as the impeller wheel rotates about its axis. The inlet comprises a tubular wall extending away from the impeller wheel in an upstream direction. An enclosed chamber is defined between said inner wall and an outer wall and in communication with at least one opening in said in said inner wall. The outer wall is penetrated by at least one ventilation aperture that is designed to be connected via a conduit to a location upstream of the inlet and downstream of an air filter. The arrangement maintains the advantages of a conventional MWE structure and further improves the surge margin. In addition, the risk of debris being drawn into the compressor via the opening is eliminated.

Abstract: A method for compensating for the torque response of an internal combustion engine having a compressor coupled thereto for boosting cylinder air amount is presented. According to the method, a motor of a hybrid vehicle may assist the internal combustion engine to improve vehicle response. The method may improve driver perception of vehicle response and may reduce lag that can be associated with operating an engine having a compressor.

Abstract: A high-pressure system and method utilizing an input fluid. The system includes a reactor treating a material to produce an effluent having an energy content, a plurality of stages compressing the input fluid in a stepwise manner providing a high-pressure reactor input stream to the reactor, and a cascading effluent energy recovery system mechanically communicating with the plurality of stages. The cascading effluent energy recovery system imparts a portion of the energy content of the effluent into each of the plurality of stages powering that stage. The method includes receiving an input fluid, compressing the input fluid over a plurality of stages producing the high-pressure stream, providing the high-pressure stream to the reactor, recovering a portion of the energy content of the effluent at each of the plurality of stages, and using each the portion of the energy in compressing the input fluid at a corresponding respective stage.

Abstract: A turbocharger having a cleaning port communicating between an external surface of the turbocharger housing and an internal cavity which communicates with a component of a gas flow control mechanism.

Abstract: A turbocharger monitor including a sensor adapted and positioned with respect to a turbocharger housing to sense passing compressor blades, generating both rotor rotation information and rotor displacement information. A controller is configured to receive the generated information from the blade sensor, and to establish rotor rotation speed and an indicator of bearing condition.

Abstract: A turbocharger (10) with a heat shield (60) positioned between the turbine wheel (30) and the bearing housing (20), wherein the heat shield defines a gap (70) between the turbine wheel (30). The heat shield (60) and is provided with at least one rib (80) extending into the gap. In this gap, in the case of a conventional flat heat shield, the turbine wheel backface may act in the manner of a centrifugal pumping, pumping gas out from within the gap, creating a region of reduced pressure adjacent the outboard side of the turbine shaft bearing, drawing oil out the shaft bearing and into the space between the turbine wheel backface and the heat shield. The inventive heat shield has raised structures designed to interfere with the rotational and centrifugal flow of gas in the gap between heat shield and turbine wheel backface, thus prevent oil bypass.

Abstract: The present invention provides an assembly comprising a compressor housing and EGR mixer, the assembly further comprising a ported shroud in the compressor housing and a noise suppressor in the EGR mixer.

Abstract: The invention provides a technology that enables to control response delay of the supercharger in a variable compression ratio internal combustion engine under acceleration. When the variable compression ratio internal combustion engine is under acceleration, the compression ratio of the internal combustion engine is set to a compression ratio lower than a basic compression ratio that is so determined in accordance with the running condition of the internal combustion engine to realize a predetermined heat efficiency while suppressing knocking, thereby raising the exhaust gas pressure and shortening the response time of the supercharger.

Abstract: A method for controlling cylinder air charge of an engine having a compressor is presented. In one example, the description includes a method for coordinating the control of the throttle, turbo charger, and valves such that the desired cylinder air charge may be achieved while engine pumping work may be decreased.

Abstract: A method is used for activating an actuator to set a turbine flow cross-section of a motor vehicle turbocharger of a gasoline engine in the event of a change of the load of the engine from a smaller load value to a larger load value. The actuator for the larger load value is activated with a delay in relation to the load change. Furthermore, a control unit set up to control the sequence of the method is used to implement the method.

Abstract: A control system for a supercharged internal combustion engine provided with a main exhaust passage (20) extending through a turbocharger turbine (21) and further through a catalyst (23, 24) to open to the outside air, an exhaust bypass passage (25) by passing the turbocharger turbine by branching from the main exhaust passage at the upstream side of the turbine and merging with the main exhaust passage before reaching the catalyst at the turbine downstream side, and an exhaust bypass valve (26) provided at the exhaust bypass passage, the control system for a supercharged internal combustion engine controlling the ignition timing in accordance with at least one of the engine warmup state and the catalyst warmup state until warmup of the internal combustion engine and warmup of the catalyst are completed and further controlling the opening degree of the exhaust bypass valve based on the control of the ignition timing, is provided.

Abstract: A method to estimate real-time exhaust pressure in a compression ignition engine with variable geometry turbocharger and an EGR by adding the turbocharger RPM, the engine RPM, EGR value position and intake manifold pressure to determine a final turbocharger turbine inlet pressure to control NOx emissions.

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: An engine includes exhaust manifold integrally formed with a cylinder head. The engine may include an exhaust manifold having at least one single exhaust outlet for exhausting exhaust gas that is exhausted from at least two cylinders that are not adjacent with each other, wherein periods during which exhaust valves are open are not overlapped with each other between the at least two cylinders. The exhaust manifold is integrally formed with the cylinder head such that costs can be reduced. Also, the water jacket is formed between the exhaust passages of the exhaust manifold such that the durability of the turbocharger that is affected by a heat load can be improved. Also, the twin scroll turbocharger is directly connected to the exhaust outlet of the manifold such that the compression ratio of the intake air can be effectively improved.

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 relates to a relief valve comprising: a first valve body (3) for opening and closing a fluid passage (33) between a first valve connection (31) and a second valve connection (32); a second valve body (4), which is arranged on the first valve body (3), for opening and closing a valve gate (3A), which is arranged in the first valve body (3), between the first valve connection (31) and a valve interior (9); at least one fluid passage (11) providing a connection between the valve interior (9) and the second valve connection (32); a closure member (18) for selectively opening and closing the fluid passage (11); an actuator (2, 7) for moving or actuating the second valve body (4) in a closing direction, wherein a movable member (2) of the actuator (2, 7) is arranged so as to be movable, after the closing of the second valve body (4), further in the same direction, so that the first valve body (3) can be moved in an opening direction of the first valve body (3) via an engagement of the second valve

Abstract: A turbocharger, having an axial compressor wheel and an axial turbine wheel mounted on a first shaft supported by a housing, and a radial compressor wheel and a radial turbine wheel mounted on a second shaft, the second shaft concentrically extending around the first shaft and being supported by the housing. The housing defines a first duct extending axially from the exducer of the axial compressor to the inducer of the radial compressor, and a second duct extending axially from the exducer of the radial turbine to the inducer of the axial turbine. A plurality of controllable compressor guide vanes extend through the first duct, and a plurality of controllable turbine stator vanes extend through the second duct. The housing is provided with variable diffuser vanes at the exducer of the radial compressor, and with variable turbine vanes at the inducer of the radial turbine.

Abstract: An exemplary controller for a variable geometry compressor includes one or more inputs for receiving engine operating information and for receiving a signal representative of geometry of a variable geometry compressor and control logic to call for actuation of an actuator based at least in part on the engine operating information received by the one or more inputs and to call for actuation of the actuator based at least in part on the signal received by the one or more inputs whereby actuation of actuator causes a change in geometry of a variable geometry compressor. Various other exemplary technologies are also disclosed.

Abstract: An exemplary compressor housing includes an axis to coincide with a rotational axis of a compressor wheel housed by the compressor housing, an inlet insert that includes an inlet port and a compressor wheel shroud portion that extends away from the inlet port to a ridge and a base component that defines, at least in part, a diffuser section and a scroll wherein the diffuser section extends radially outward to the scroll, wherein the ridge of the inlet insert defines, at least in part, an inlet to the diffuser section and wherein a joint exists between the inlet insert and the base component along a radius in the diffuser section. Various other exemplary technologies are also disclosed.

Abstract: The present invention relates to an adjustment device (1) for adjusting a valve or a flap, in particular a pressure nozzle for actuating a bypass valve when a limit charge pressure on an exhaust-driven turbocharger is exceeded, which comprises a single- or multi-part housing (2), in particular a housing (2) having a housing lower part (3) and a housing lid. Essential to the invention is that a clip device (4) is provided, by means of which the adjustment device (1) is fastened to a part (6).

Abstract: A turbocharger protection system for an engine system that includes a particulate filter and a turbocharger comprises a delta pressure estimator that estimates a pressure difference in a particulate filter. A pressure factor estimator module estimates a pressure factor based on the difference and barometric pressure. A fuel limit estimator module protects the turbocharger by selectively limiting fuel injection to the engine based on the pressure factor.

Abstract: In an apparatus comprising a fuel tank, an internal combustion engine, and a separator positioned fluidically between the fuel tank and the internal combustion engine, a method of operating the apparatus is disclosed, wherein the method comprises inputting a mixed fuel containing a hydrocarbon component and an oxygenated component into the separator, separating the fuel in the separator into a hydrocarbon-enriched fuel fraction and an oxygenated fuel component-enriched fuel fraction, and controlling an amount of the hydrocarbon-enriched fuel fraction and an amount of the oxygenated fuel component-enriched fuel fraction provided to the engine based upon an engine operating condition.

Abstract: A multistage turbocompressor, designed as a geared compressor with an integrated gear, contains a central greater wheel (9) that meshes with a plurality of pinions (14, 15), wherein each pinion (14, 15) is mounted, in a manner adapted to rotate in unison, on a pinion shaft (16, 17). A bladed wheel of a compressor stage (II, III, IV, V) is arranged on the ends of each of the pinion shafts. The greater wheel (9) meshes with a driving pinion (8), which is mounted, in a manner adapted to rotate in unison, on a driving shaft 6 connected to a drive unit (1). The axis of the driving pinion (8) is arranged, with the axis of the greater wheel (9), in the same horizontal plane (20), and the driving pinion (8) meshes with a pinion (10) of a first compressor stage (I) mounted, in a manner adapted to rotate in unison, on a pinion shaft (11).

Abstract: An engine is disclosed. The engine has an engine block at least partially forming a combustion chamber, and a piston located to reciprocate within the combustion chamber. The engine also has an exhaust valve fluidly connected to the combustion chamber, and a filter assembly fluidly connected to the exhaust valve. The engine further has a controller configured to open the exhaust valve during a portion of an intake stroke of the piston and a portion of a compression stroke of the piston to reduce an amount of air available for combustion during an ensuing power stroke, wherein the exhaust valve opens after a majority of the intake stroke is complete and closes during a first half of the compression stroke.

Abstract: A turbocharger is disclosed that includes a compressor, a turbine connected to the compressor by a mechanical shaft, and a fluidic drain valve in flow communication with an air bleed port of the compressor and an exhaust plenum to drain water accumulated inside the turbocharger such that water accumulated in the exhaust plenum is drained during shutdown when no air from the bleed port flows through the fluidic drain valve.

Abstract: An air intake structure for a small watercraft for ensuring the capacity of an inter-cooler and for connecting the inter-cooler to a supercharger by a simply shaped communicating portion. In an air intake structure for a small watercraft, an intake passage and an exhaust passage can be disposed on the left side and the right side, respectively, of a plurality of cylinders. A turbocharger is disposed rearwardly of the engine with the turbocharger is connected to an intake passage via an inter-cooler. In addition, the inter-cooler is disposed rearwardly of the engine, with the distribution passage being disposed forwardly of and on the left side of the inter-cooler so as to extend in the forward and rearward direction. The inter-cooler is connected to the rear end of the distribution passage with an intake pipe contiguous to cylinders being bent rearwardly along a side surface of the engine body.

Abstract: A variable geometry turbine comprises a turbine wheel supported in a housing for rotation about a turbine axis with an annular inlet passageway defined between a radial face of a nozzle ring and a facing wall of the housing. The nozzle ring is movable along the turbine axis to vary the width of the inlet passageway and of vanes that are received in corresponding slots in the facing wall. Each vane major surface such that at a predetermined axial position of the nozzle ring relative to the facing wall the recess is in axial alignment with the slot and affords an exhaust gas leakage path through the inlet passageway. The recess is configured to reduce the efficiency of the turbine at small inlet gaps appropriate to engine braking or exhaust gas heating modes.

Abstract: An exhaust gas turbocharger for an internal combustion engine has a compressor arranged in an intake tract of an internal combustion engine for precompression of air passing through the intake tract to the compressor. A switchable air guiding device is arranged upstream of the compressor, wherein the switchable air guiding device supplies an air flow to the compressor in at least two different ways. The air guiding device has at least two components, wherein the at least two components are substantially made from plastic material.

Abstract: In a compressor of an exhaust gas turbocharger of an internal combustion engine including a compressor wheel with an auxiliary rotor wheel which is rotatably supported adjacent to, and upstream of, the compressor wheel and which is movable axially between a coupled position with the compressor wheel and a decoupled position, wherein, in the coupled position, the auxiliary rotor wheel is rotationally connected to the compressor wheel, without contacting the compressor wheel, by means of a magnetic clutch for transferring a torque from the auxiliary rotor wheel to the compressor wheel in a low engine power operating range in order to maintain the compressor wheel at an increased speed.

Abstract: A method and a device for operating at least one supercharger of an internal combustion engine is described, the actuating signal for at least one actuating element of the supercharger (waste gate actuator, electrical auxiliary compressor) being generated as a function of the exhaust gas volume flow in the exhaust tract of the internal combustion engine.

Abstract: A method and device for maintaining air boost system performance is provided. One or more stages of the air boost system can be connected by tubing to a cleaning system that includes a fluid reservoir (135, 235) containing cleaning fluid and a means of conveying the cleaning fluid into at least one stage of the air boost system. The air boost system can also include a means for detecting (150, 250) at least one fouling parameter of said air boost system. Mien the fouling parameter meets a pre-determined condition, a control means (155, 255) can trigger the cleaning means and inject cleaning fluid into the stage or stages to be cleaned.

Abstract: An exemplary compressor for a turbocharger includes a compressor wheel that includes first and second compressor faces oriented back-to-back and a bore for mounting the compressor wheel to a shaft along a rotational axis of the compressor wheel; and a compressor housing that includes a first air inlet oriented to pass inlet air in an axial direction along the rotational axis to the first compressor face, a second air inlet positioned a distance radially from the rotational axis and oriented to pass inlet air in an axial direction parallel to the rotational axis and radially toward the rotational axis to the second compressor face, and a single volute that receives compressed air from the first and second compressor faces.

Abstract: An engine air supply control method relating to a turbocharged engine including an intake manifold (20) which is disposed downstream of the compressor of the turbocharger (14) and an exhaust manifold (22) which is disposed upstream of the turbine of the turbocharger (14). The method includes determining the mass air flow supplying the engine and/or the pressure in the intake manifold (20) and the temperature in the exhaust manifold. The pressure in the exhaust manifold (22) is determined as a function of the pressure in the intake manifold (20), the engine speed, the temperatures in the cylinders (4) and in the exhaust manifold (22), the pressure in the intake manifold (20) being optionally determined from the mass air flow. Inversely, the pressure in the intake manifold.

Abstract: A subassembly of a system including an exhaust gas turbocharger system coupled with an internal combustion engine exhaust system, comprises first and second components secured to each other, wherein the components are heated to an operational temperature by engine exhaust gases during engine operation. The components are secured to each other by or with a “low-melt material”, i.e., a material whose melting temperature is less than the operational temperature, such that the low-melt material melts or at least loses its securing and/or positioning functionality upon operation of the engine and turbocharger system, and thus no longer performs any fastening or positioning function for the components. In some embodiment, temporary fasteners made of or including the low-melt material are employed for temporarily securing and positioning the components.

Abstract: In a compressor of an exhaust gas turbocharger for an internal combustion engine including a compressor wheel which is rotatably mounted in a compressor inlet duct and an auxiliary rotor wheel arranged so as to be movable axially between a coupled position in engagement with the compressor wheel and a decoupled position, disengaged from the compressor wheel, an adjustable guide vane structure is provided which is movable by an adjusting element together with the auxiliary rotor wheel and a contoured flow control ring for controlling the combustion air flow to the compressor wheel and to the auxiliary rotor wheel.

Abstract: A system is provided for removing particulate matter from a diesel particulate filter. The system includes an engine controller coupled to the diesel engine, and to a locomotive controller. The locomotive controller includes an algorithm to create a trip plan to optimize the performance of the locomotive along a route in accordance with a power setting of the diesel engine at each location along the route. Each sensor is configured to output a first alert signal to the engine controller once the trapped particulate matter exceeds a predetermined threshold. Upon receiving the first alert signal, the engine controller communicates with the locomotive controller to determine a time region or distance region within the trip plan when the power setting exceeds a power threshold. The engine controller increases the temperature of the diesel exhaust gas entering the diesel particulate filter during the time region or distance region.

Abstract: An aftertreatment system is provided for reducing particulate matter emission and chemical emissions in diesel engine exhaust gas. The system includes a diesel particulate filter including a plurality of diesel particulate filter units configured to engage respective cross-sectional regions of the diesel engine exhaust gas including particulate matter. Each diesel particulate filter unit includes a plurality of channels aligned in a flow direction of the diesel engine exhaust gas. The channels are selectively configured with a distinct cross-sectional area density. Additionally, each diesel particulate filter unit includes a plurality of walls separating adjacent channels of the plurality of channels, where the walls have a respective thickness. A plurality of pores are configured to vacate a distinct ratio of the area of the walls.

Abstract: A control apparatus of an internal combustion engine in which a plurality of cylinders is divided into a first cylinder group (1a) and a second cylinder group (1b), the internal combustion engine being able to be selectively switched between operating in a partial cylinder operation mode in which only one of the first cylinder group (1a) and the second cylinder group (1b) is operated, and operating in a full cylinder operation mode in which both the first cylinder group (1a) and the second cylinder group (1b) are operated. This control apparatus includes a supercharger (8), as well as a controller (30) that selectively starts and stops operation of the supercharger (8) depending on a load on the internal combustion engine when the internal combustion engine is to be operated in the partial cylinder operation mode.

Abstract: A turbocharger unit for a multicylinder internal combustion engine has at least two exhaust lines for the evacuation of exhaust gases from the combustion chamber of the engine and at least one inlet line for the supply of air to the combustion chamber. The turbocharger unit includes at least one turbine which cooperates with at least one compressor to extract energy from the exhaust flow of the engine and pressurize the inlet air of the engine. The turbine is provided with a worm-shaped housing having at least two flow paths which are defined by guide tongues in the housing and which conduct mutually separate exhaust flows via stator blades to at least one turbine wheel. In order to maintain the kinetic energy in the separate exhaust flows, each respective guide tongue meets a stator blade extending toward the tongue.

Abstract: In an exhaust-gas turbocharger for an internal combustion engine comprising an exhaust-gas turbine arranged in an exhaust strand of the internal combustion engine and a compressor arranged in an intake tract and connected to the exhaust gas turbine so as to be driven thereby, the compressor including a compressor wheel and a compressor housing surrounding the compressor wheel and having an inlet duct, a dynamic pressure probe is provided upstream of the compressor wheel in the inlet duct for measuring at least the total pressure in the air flow into the compressor.

Abstract: A turbocharger includes a compressor housing and a turbine housing wherein at least one of the compressor housing and the turbine housing includes an anti-ballistic material such as, for example, aramid fibers, S glass fibers and/or carbon fibers. A turbocharger system optionally includes a temperature controller that controls temperature in instances where operational temperatures may be detrimental to the performance characteristics of anti-ballistic material. Various other exemplary devices, methods, systems, etc., are also disclosed.

Abstract: In a compressor of a turbocharger of an internal combustion engine comprising a housing with an inflow channel; a compressor impeller arranged in the inflow channel; and a bypass channel which has a first flow opening upstream of the compressor impeller inlet, a second flow opening downstream of the compressor impeller inlet and an axial annular chamber which connects the first and the second flow openings. An axial vane structure is provided in the axial annular chamber of the bypass channel, which imparts a swirl direction corresponding to that of the air mass flow in the inflow channel to the air mass flowing through the bypass channel from the second to the first flow opening.

Abstract: A forced air induction system for use with a powered vehicle is disclosed as including a centrifugal supercharger supported by the vehicle's engine and a recirculating induction coolant system that cools the supercharger and the compressed induction fluid provided by the supercharger. The induction coolant system operates by providing coolant to the supercharger and to an intercooler of the forced air induction system. The supercharger case includes internal passageways for cooling the transmission and compressor. The forced air induction system further includes spacers and radiant heat shields for rejecting heat transferred conductively and radiantly from the engine.

Abstract: Turbochargers of this invention comprise a turbine housing and a turbine wheel rotatably disposed therein. A center housing is connected to the turbine housing, and a compressor housing is attached to the center housing. A compressor is rotatably disposed within the compressor housing, and comprises two impellers placed in back-to-back orientation. A movable member is disposed within the compressor housing to downstream of the compressor to control the flow of air within the compressor housing. The position of the movable member can be operated to control the amount of pressurized air that is produced by one of the compressor impellers to provide enhanced compressor operating efficiency throughout the operating range and mass flow requirements of the engine.

Abstract: An air boost device such as a turbocharger, wherein the compressor wheel thereof is re-designed to permit die inserts (20), which occupy the air passage and define the blades (4, 5) during a process of forming a wax pattern (21) of a compressor wheel, to be pulled without being impeded by the blades. This modified blade design enables the automated production of wax patterns (21) using simplified tooling. The compressor wheel improves low cycle fatigue, withstands high temperatures and temperature changes, and permits operation at high boost pressure ratio while, on the other hand, having low weight, low inertial drag, and high responsiveness.

Abstract: An apparatus, system, and method are disclosed for utilizing engine-generated heat in a NOx-adsorber system. The apparatus may comprise a combustion device generating a heated exhaust stream. The apparatus may include a catalytic component that initiates at least one exhaust conditioning reaction within the heated exhaust stream. The catalytic component is fluidly coupled to the engine with a downpipe segment configured to preserve a minimum temperature at the catalytic component inlet based on specified operating conditions for the combustion device. The apparatus may also include a NOx-adsorber fluidly coupled to the catalytic component with a second downpipe segment.

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: An engine includes an electric supercharger as a first supercharger, a turbocharger as a second supercharger, a secondary air supply passage, a secondary air valve and a catalyst. The electric supercharger is provided in an intake passage which is in communication with a combustion chamber, and supercharges intake air into the combustion chamber. The turbocharger is provided in the intake passage in series with respect to the electric supercharger, and supercharges intake air to the combustion chamber. The secondary air supply passage and the secondary air valve supply air compressed by the electric supercharger to a discharge passage which is in communication with the combustion chamber. The catalyst is provided in the discharge passage to purify exhaust gas.