Abstract: A supercharging device is disclosed for an internal combustion engine having an exhaust-gas turbocharger and a fresh-air compressor. The supercharging device includes a recuperation charger which has a compressor-turbine with a high-pressure side and a low-pressure side and which has an electromechanical motor-generator coupled to the compressor-turbine. The compressor-turbine is operable at least firstly when the supercharging device is configured in a booster operating mode in a manner driven by the motor-generator as a compressor for increasing the pressure of charge-air mass flow to the intake tract of the engine, and secondly when the supercharging device is configured in a recuperation operating mode in a manner driven by the charge-air mass flow as a turbine for energy recovery by the motor-generator.

Abstract: A supercharger device for an internal combustion engine, including an exhaust gas turbocharger and a recuperation charger having a compressor turbine and an electromechanical motor-generator coupled thereto. The compressor turbine is connectable on the low-pressure side thereof to a charge air supply line and on the high-pressure side of the compressor turbine to both the charge air supply line and an exhaust gas tract of the engine. The recuperation charger is able to be switched at least between a booster operative mode and a recuperation operative mode. The recuperation charger may be operated as a compressor driven by the motor-generator for increasing pressure in the charge air supply line in the booster operative mode, or driven by at least a portion of a charge air mass flow, the exhaust gas mass flow, or both, and operated as a turbine so as to recover energy by the motor-generator.

Abstract: An aircraft engine that includes an engine core having a core compressor and a core turbine for receiving a core flow, a bypass conduit for receiving a bypass flow, a heat exchanger having at least one first passage and at least one second passage in heat exchange relationship with one another, and a turbocharger having a turbocharger compressor and a turbocharger turbine in driving engagement with each other. An inlet of the turbocharger compressor is in fluid communication with an environment of the aircraft engine. An outlet of the turbocharger compressor is fluidly connected to the bypass conduit through the at least one first passage of the heat exchanger. The core compressor is fluidly connected to an inlet of the turbocharger turbine through the at least one second passage of the heat exchanger such that the turbocharger turbine is located downstream of the heat exchanger relative to a flow circulating in the at least one second passage.

Abstract: The present invention is a device for controlling a quantity of air introduced into an inlet of a boosted internal combustion engine with the engine having exhaust gas outlets each connected to an exhaust manifold of at least one cylinder. The device includes a boosting device comprising a turbocharger having a turbine with intakes connected to the exhaust gas outlets, an external-air compressor and a duct for partially transferring the compressed air from the compressor to the intakes. The partial transfer duct has branches connected to the turbine intakes which each have a regulator valve for controlling circulation of compressed air in the branches.

Abstract: An aftercooler is provided comprising a housing, an outlet diverter coupled to the housing and having an outlet port, and an inlet diffuser comprising a forward wall having a peripheral rim coupled to the housing, an upper wall connected to the forward wall, a lower wall connected to the forward wall, a first side wall connected to the upper wall and the lower wall and having a first end disposed adjacent the peripheral rim and a second end disposed adjacent an inlet port of the inlet diffuser, a second side wall connected to the upper wall and the lower wall and having a first end disposed adjacent the peripheral rim and a second end disposed adjacent the inlet port, and a plurality of fins disposed within an interior volume of the inlet diffuser collectively distributing air across an outlet opening of the inlet diffuser for delivery to the housing.

Abstract: Systems, methods and apparatus are disclosed that include an exhaust system and an air source external to the exhaust system that is configured to force additional air into the exhaust stream downstream of the engine and aftertreatment system to help mix cool air with the exhaust. The amount and timing of the mixing of the forced air with the exhaust can be determined by an electronic controller so that mixing air is provided in response to one or more predetermined operating conditions and/or anticipated operating conditions.

Abstract: Provided is an exhaust gas purification device provided with a cover which can reduce radiated noise at low cost without impairing the heat shield function of the cover. Provided is an exhaust gas purification device comprising: an exhaust gas purification device body provided to the exhaust pipe of a diesel engine and purifying exhaust gas; and a substantially rectangular cover provided so as to cover at least a part of the exhaust gas purification device body and blocking heat radiated from the exhaust gas purification device body. The cover is provided with a plurality of protruding ribs formed on the surface thereof. The ribs comprise: radial ribs formed extending radially from a center section centered at the intersection of the diagonals of the cover; and a circumferential rib formed continuously along the entire circumference of a circle centered at the intersection.

Abstract: Methods and systems are provided for operating a vehicle including an engine comprising a turbocharger including a compressor and a turbine. The engine further includes a bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine. In one embodiment, the method comprises selectively increasing gas flow to the engine by adjusting gas flow through the bypass path from downstream of the compressor to upstream of the turbine. In this manner, the performance of the engine may be adjusted for various operating conditions.

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

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

Abstract: A turbocharger including a turbocharger housing, a rotor and a heat shroud. The turbocharger housing includes a turbine housing affixed to a bearing housing. The rotor includes an axial turbine wheel with a hub, and a shaft extending through the bearing housing. The hub defines a back-disk surface that faces the bearing housing, and the bearing-housing defines an outer surface facing the turbine hub. The turbine housing forms a radial scroll, and the heat shroud forms a curved portion turning that radial scroll direction to an axial direction. The heat shroud establishes a back-disk cavity between a bearing-housing turbine-end-wall outer surface, the turbine-wheel back-disk surface, the curved portion of the heat shroud, and a cylindrical outer surface of a turbine-end portion of the shaft. The heat shroud includes flat ribs within the back-disk cavity to impede the circumferential flow of exhaust gas within the back-disk cavity.

Abstract: A method includes positioning a bushing in a bore of a turbine housing; positioning a shaft of a wastegate in a bore of the bushing where the shaft includes a shaft shoulder and a shaft end; applying force to a plug of the wastegate to substantially center the plug with respect to a wastegate seat of the turbine housing; positioning a resilient metal wire mesh ring at least in part in the bore of the bushing and between the shaft shoulder and the shaft end; encasing the ring into the bore of the bushing; and fixing a control arm to the shaft.

Abstract: The disclosure relates to an exhaust gas aftertreatment device for purification of exhaust gas emissions. The exhaust gas aftertreatment device is arranged in an exhaust gas passage subsequently of an internal combustion engine and includes an encapsulating portion, a first catalytic substrate and a second catalytic substrate. The second catalytic substrate may be of SCR type. The exhaust gas aftertreatment device includes a reductant injecting device, a pipe and an obstructing portion, where the reductant injecting device is arranged such that reductant is injectable within the pipe and the exhaust gas flow through the pipe can be controlled by the obstructing portion.

Abstract: A method and apparatus is disclosed to control the operation of an air charging system of an internal combustion engine. A plurality of output parameters of the air charging system are monitored. An error is calculated between the monitored output parameters and a target value thereof. The calculated errors are applied to a linear controller that yields a virtual input used to calculate a plurality of input parameters for the air charging system. The input parameters is used to determine the position of a corresponding actuator of the air charging system for operating the actuators according to the determined position thereof. The inputs parameters are calculated with a non-linear mathematical model of the air charging system configured such that the virtual inputs are in a linear relation with only one of the output parameters and vice versa.

Abstract: A control system of an engine including a cylinder, an intake passage, and an exhaust passage is provided, that includes a fuel injector for injecting fuel into the cylinder, an exhaust gas recirculation (EGR) passage communicating the intake passage with the exhaust passage and for recirculating, as EGR gas, a portion of exhaust gas in the exhaust passage back to the cylinder, an EGR valve capable of controlling an EGR ratio by changing an EGR gas amount recirculated to the cylinder, a water injector for injecting water into the cylinder, and a controller. The controller controls the EGR valve to set a target EGR ratio according to an engine operating state so as to bring an actual EGR ratio to the target EGR ratio, and when the target EGR ratio is increased, the controller controls the water injector to increase an amount of the water injected into the cylinder.

Abstract: A supercharger includes a turbine housing, a bypass port, and a reinforcing member. The turbine housing includes a bypass passage allowing exhaust gas to flow by bypassing a turbine chamber. The bypass port is fixed to the turbine housing, and the waste gate valve is configured to abut against a first surface of the bypass port when the waste gate valve is closed. The reinforcing member is disposed at a part of the turbine housing that supports the bypass port. The reinforcing member is formed of a material higher in rigidity than a material constituting the turbine housing and is configured to abut against a second surface of the bypass port. The second surface is on a side opposite to the first surface of the bypass port. The reinforcing member extends from the second surface toward an outer side of the turbine housing.

Abstract: In a method for operating a combustion engine in which exhaust gas located in a cylinder during an outlet cycle thereof is ejected from the cylinder and supplied to an exhaust system, a particularly high specific power output of the combustion engine and/or a particularly low specific fuel consumption are to be made possible, in a particularly simple and reliable manner. For this purpose, according to the invention, in a first cycle phase of the outlet cycle the pulse of the exhaust gas pressure wave flowing out of the cylinder is transmitted in whole or in part to the primary side of an exhaust gas charge pump, before the exhaust gas is passed to the exhaust system in a second cycle phase of the outlet cycle.

Abstract: Vapors in the fuel tank of a vehicle are collected in a carbon canister. An ejector or aspirator is used to purge the carbon canister in a pressure-charged engine in which a positive pressure exists in the intake. A compact ejector includes a substantially planar flange and a venturi tube coupled to the flange with a central axis of the venturi tube substantially parallel to the flange. By mounting the ejector on an intake component, having the venturi tube on the inside of the intake component, and having the venturi tube parallel to the flange yields a very compact package and protects the ejector from damage from other engine components.

Abstract: A method of operating a gasoline engine having a first subset of cylinders and a second subset of cylinders includes providing a flow of compressed air from a single-sequential compressor to the engine, selectively deactivating the first subset of cylinders, and igniting gasoline mixed with the compressed air in the second subset of cylinders. The single-sequential compressor includes a dual sided impeller having a first blade arrangement in fluid communication with a first air inlet, and an opposing second blade arrangement in fluid communication with a second air inlet. Additionally, deactivating the first subset of cylinders includes sealing the first subset of cylinders such that the flow of compressed air is provided only to the second subset of cylinders.

Abstract: An engine cooling system may include a main intake line for supplying external air to an intake manifold attached to an engine including a cylinder block and a cylinder head, a supplementary intake line branched from one side of the main intake line and joined to the other side of the main intake line, an intake route control valve in the main intake line, a main exhaust line for flowing exhaust gas from an exhaust manifold, an exhaust route control valve in the main exhaust line, a turbocharger, an intercooler mounted to the supplementary intake line on a downstream side of the turbocharger, an EGR cooler branched from the exhaust manifold for recirculating the exhaust gas and provided in an EGR line connected to the main intake line; and a cooling line for flowing a coolant supplied from a water pump to cool the EGR cooler, the exhaust route control valve and/or the turbine housing of the turbocharger.

Abstract: An object is to provide an engine system including an intake bypass device whereby it is possible to expand the operation range of a compressor without causing the output of a turbine to become insufficient. An engine system includes an intake bypass device including a bypass channel connecting a downstream side of a compressor of a turbocharger in an intake channel and an upstream side of a turbine of the turbocharger in an exhaust channel, a bypass valve disposed in the bypass channel and configured to control a flow of compressed intake air in the bypass channel, and a heating unit for heating the compressed intake air flowing through the bypass channel.

Abstract: There is provided a turbocharger bearing housing having no necessity to use a core and capable of achieving cost reduction. A bearing housing of a turbocharger contains a shaft connecting a turbine and a compressor and turnably supports the shaft. The bearing housing of the turbocharger is divided into a turbine-side housing disposed at a turbine side and a compressor-side housing disposed at a compressor side. The turbine-side housing and the compressor-side housing is subjected to machining to thereby form a cooling water passage for supplying cooling water and a lubricating oil passage for supplying lubricating oil.

Abstract: An control apparatus and method for an engine having a turbocharger may include determining a load condition of the engine by a controller, and opening and closing an intake valve, a throttle valve, and a wastegate valve by the controller according to the load condition of the engine, where a combustion chamber generates power by combusting a fuel, an intake valve adjusts an air/fuel mixed gas flowed into the combustion chamber, a continuously variable valve timing apparatus advances or retards an opening/closing timing of the intake valve, a turbocharger having a turbine and a compressor compressing air flowed into the combustion chamber, a throttle valve adjusting air supplied to the combustion chamber, a wastegate valve adjusting the exhaust gas flowed into the turbine, and a controller controlling the intake valve, the throttle valve, and the wastegate valve according to a load region of the engine.

Abstract: A system including a turbocharger, comprising a turbocharger bearing housing supporting a turbocharger drive shaft; an oil drain including an inlet in fluidic communication with the turbocharger bearing housing and an outlet in fluidic communication with an oil sump; and a coolant jacket enveloping the oil drain. The coolant jacket envelopes the oil drain and is positioned to provide coolant to the turbocharger bearing housing and draw heat from the oil draining through the oil drain to prevent coking of hot oil within the oil drain.

Abstract: A method for controlling intake airflow in an internal combustion engine including an intake air compressor includes determining a first compressor boost signal based upon a predetermined intake manifold pressure command, determining a second compressor boost signal based upon a predetermined exhaust pressure limit, determining a compressor boost control command based upon the first compressor boost signal and a limit comprising one of a maximum boost setting and said second compressor boost signal, and controlling the intake air compressor in response to the compressor boost control command.

Abstract: Methods and systems are provided for reducing turbo lag by directing intake air from an intake manifold to an exhaust manifold. The intake air may be directed via an EGR passage by opening an EGR valve or by may be directed via engine cylinders by increasing positive valve overlap. Amounts of air directed via external EGR and air directed via positive valve overlap are based on engine operating conditions.

Abstract: A power plant is provided and may include an exhaust gas recirculation passage and a turbo machine having a first turbine rotationally coupled to a pump. The first turbine may include an expanded air passage. The pump may be arranged in the exhaust gas recirculation passage. A pre-cooler may be arranged in the expanded air passage and in the exhaust gas recirculation passage upstream from the pump.

Abstract: A gaseous fuel mixer for an internal combustion engine includes a check valve. The check valve includes a check valve member that induces mixing of a gaseous fuel flow and an intake air flow as the gaseous fuel flow and intake air flow move or pass from an upstream side of the check valve to a downstream side of the check valve.

Abstract: Various systems and apparatuses are provided for a fluid transfer system for an engine. In one example, a system includes a first turbine having an exit for discharging a main fluid flow and a second turbine having an inlet for receiving at least a portion of the main fluid flow. A main conduit fluidically couples the exit of the first turbine to the inlet of the second turbine. A transition conduit is coupled with the main conduit and includes a volute passageway curving around the main conduit. The volute passageway includes a slot that follows a route around the curving volute passageway and opens into an interior of the main conduit. The slot is defined at least in part by a lip and establishes a path for either a secondary fluid flow to enter the main conduit or a portion of a main fluid flow to exit the main conduit.

Abstract: The present invention provides a turbocharger that prevents a seizure of a shaft member, prevents a leakage of exhaust gas, suppresses deterioration of components, and reduces a number of components. The turbocharger includes a waste gate valve which is connected to the shaft member rotatably supported by penetrating a support hole of the turbine housing. The waste gate valve includes an inclined surface formed at a portion facing an opening of a bypass passage. When the waste gate valve is opened, exhaust gas flown into the bypass passage presses the inclined surface, thrust force is applied to the shaft member in a shaft direction, and a seal contact portion is pressed against a peripheral edge of the support hole via a seal member.

Abstract: An engine assembly includes an engine block defining a cylinder, an exhaust system, and an exhaust gas recirculation system. A first cam-actuated exhaust valve is configured to control the flow of fluid from the cylinder to the exhaust system. A second cam-actuated exhaust valve configured to control the flow of fluid from the cylinder to the exhaust gas recirculation system. The timing of the second valve is adjustable independently of the timing of the first valve, thereby enabling control of EGR flow through manipulation of exhaust valve timing.

Abstract: An aftertreatment device for reducing nitrogen oxides (NOx), particulate matter (PM), hydrocarbon (HC), and carbon monoxide (CO) generated by a compression-ignition (CI) engine. In this device, lean exhaust air generated in the CI engine is converted to rich exhaust air, and energy used for the conversion is recycled using an energy recovery device. The result rich exhaust air then pass through an oxidation catalyst, where NOx is reduced with CO and HC.

Abstract: A blow-by gas recirculating system for an internal combustion chamber, may include a cylinder including the combustion chamber, a ventilation passage that recirculates blow-by gas, which leaks from the combustion chamber, to the combustion chamber, a compressor that takes in and compresses outdoor air and supplies compressed air, and a supply passage that connects the compressor and the cylinder to mix the compressed air with the blow-by gas.

Abstract: Various methods and systems are provided for lowering exhaust gas temperature. In one embodiment, a method comprises increasing an air-to-fuel ratio of an engine in response to an exhaust gas temperature exceeding a threshold temperature value to lower the exhaust gas temperature to a temperature below the threshold temperature value.

Abstract: An engine comprises a cylinder head connected to a cylinder block; a cooling circuit including a pump, a heat exchanger, and a ventilation vessel; a liquid-cooled component, connected into the cooling circuit by a connecting line and arranged between the pump and the ventilation vessel, which is cooled when the engine is not in operation; and a valve which is self-controlling as a function of coolant pressure arranged in the connecting line between the pump and the ventilation vessel, the valve adjustable between a first working position having a first, relatively small cross section of the connecting line, and a second working position, having a second, relatively large cross section of the connecting line, the valve controlling coolant throughput, wherein when the engine is not in operation and coolant pressure is reduced, the valve is in the second working position to provide an enlarged flow cross section.

Abstract: A turbocharger includes: a turbine wheel that is driven by exhaust gas from an engine and supported rotatably by a predetermined rotary shaft; and a turbine housing that forms an exhaust gas passage that leads the exhaust gas to the turbine wheel, wherein the turbine housing includes a housing main body constituted by a plate-form member and a reinforcement member that forms the exhaust gas passage together with the housing main body and reinforces the housing main body, the reinforcement member includes a pair of annular portions having a substantially annular shape and provided about an axial center of the rotary shaft at an interval in an axial direction of the rotary shaft, and a connecting portion that connects the pair of annular portions, and the pair of annular portions and the connecting portion are molded integrally by implementing deformation processing on the plate-form member.

Abstract: An inducer includes a hub having an inlet end and an outlet end. At least one full size blade has an inner edge is affixed to the hub and an outer edge. This full size blade extends rearwardly from the inlet end in a helical configuration. A partial shroud encloses a first length of the full size blade outer edge adjacent the inlet end. A second length of the full size blade outer edge that is adjacent to the outlet end is free of the partial shroud. It is within the scope of the disclosure to include short blades symmetrically offset from the two full size blades. These short blades have a short blade inner end affixed to the partial shroud and a short blade outer end extending from the partial shroud towards the hub, but terminating prior to reaching the hub.

Abstract: A control method of an engine having a variable valve timing may include selecting one of a first mode and a second mode as a driving mode, retarding an intake cam to a first predetermined angle range in the first mode, and advancing an intake cam to a second predetermined angle range in the second mode.

Abstract: An engine subassembly and method of assembling an engine subassembly. The engine subassembly includes an exhaust manifold including an exit conduit. The exit conduit includes a first flange disposed about a peripheral portion of the exit conduit. The engine subassembly also includes a turbo charger including an entry conduit. The entry conduit further includes a second flange disposed about a peripheral portion of the entry conduit. The turbocharger engaged with the exhaust manifold such that the first flange is engaged with the second flange. The engine subassembly also includes an extension protruding axially from one of the entry conduit and the exit conduit. The extension includes at least one protrusion extending at least in part in a radial direction from the extension. The protrusion is configured for engagement with a channel formed in a wall of the other one of the entry conduit and the exit conduit.

Abstract: The invention relates to an exhaust manifold (18) of an interna! combustion engine (20), with a number of exhaust pipe bends (1) corresponding to the number of cylinders of the internal combustion engine (20), said exhaust pipe bends being brought together at one end into an input flange (2 ) which can be fastened to the internal combustion engine (20), and being brought together at the other end; with a supply gas duct (21) which is connected at one end to a collector component (4) and at the other end to a rotor space (15) of a turbine housing (17) of a turbine of an exhaust-gas turbocharger; and with at least one compensator (19?) for compensating for thermal stresses in at least one exhaust pipe bend (1) and the supply gas duct (21), wherein the at least one compensator (19?) is designed as a component which is integrated in at least one exhaust pipe component (1).

Abstract: A vehicle system operation method is provided. The method comprises, during a first operating condition, increasing back pressure in a first exhaust conduit positioned upstream of a turbine and downstream of a first emission control device and during a second operating condition, reducing back pressure in the first exhaust conduit and flowing boosted air from downstream of a compressor into a second exhaust conduit positioned upstream of a second emission control device and downstream of the turbine.

Abstract: The invention relates to an exhaust turbocharger (1), having a turbine housing (2), which comprises an intake connection (3), the intake connection (3) being integrally connected to an exhaust manifold (4), which comprises a single exhaust gas intake (10).

Abstract: A method and a device for measuring the rotational speed of a turbocompressor, in particular a turbocharger of a motor vehicle. A frequency of pressure pulses generated in the medium the blades or by the shaft of the turbocompressor is measured using high-frequency signal portion of a pressure sensor, and the turbocompressor rotational speed is ascertained from the measured pressure pulse frequency. Furthermore, the charge pressure of the turbocompressor can be ascertained from the low-frequency signal of the pressure sensor so that a single sensor is sufficient for both measurements. The pressure sensor can be arranged in the intake system downstream of the compressor, upstream or downstream of an intercooler.

Abstract: A drive for a vehicle includes an internal combustion engine having a combustion chamber delimited by a cylinder and a piston, a compressed gas storage connectable with the combustion chamber for storing a gas compressed in the combustion chamber, a separate expansion machine for expanding compressed gas from the combustion chamber or from the compressed gas storage by performing mechanical work, and devices for supplying gas from the expansion machine into the combustion chamber or into an intake passage of the internal combustion engine. The drive may, alternatively or in addition, also include devices for heating the compressed gas from the combustion chamber or from the compressed gas storage before the compressed gas enters into the expansion machine.

Abstract: A turbocharger and engine cylinder head assembly includes a center housing rotating assembly (CHRA) and an engine cylinder head defining a receptacle for receiving the CHRA, the engine cylinder head defining a compressor volute. A diffuser is defined for receiving and diffusing the compressed air from the compressor wheel and supplying the compressed air to the compressor volute. The assembly includes a cap formed separately from the engine cylinder head and removably secured to the engine cylinder head, the cap defining one wall of the diffuser. An opposite wall of the diffuser is defined either by the engine cylinder head or a portion of the center housing, depending on whether the CHRA slides into the receptacle compressor-wheel-first or turbine-wheel-first. The compressor volute can be located on a turbine side of the diffuser.

Abstract: One illustrative embodiment includes a turbocharger (16, 18) with a turbine (94) and a compressor (96). The turbine (94) has an inlet passage (114) which may directly communicate with a blowdown exhaust passage (34, 36, 38) of a cylinder head (12) of an internal combustion engine (14). The inlet passage (114) may directly receive exhaust gas from the blowdown exhaust passage (34, 36, 38).

Abstract: Split cycle engine and method in which output power and power density are increased in some embodiments with a turbocharger or supercharger which increases the pressure in the compression cylinder and also increases the power output of the engine without a corresponding decrease in the efficiency of the engine (work done per unit fuel). In other embodiments, the engine is used for braking, and the energy produced by braking is stored pneumatically and then used in driving the compressor.

Abstract: A method and a system are described for a compression release brake in an engine comprising an exhaust manifold connected to a turbine provided with a variable turbine geometry wherein said turbine is further connected to a back pressure valve for controlling the pressure drop over said turbine wherein the method comprises the steps of: controlling said, back pressure valve on the basis of a measured engine speed and a desired braking power; calculating a desired exhaust manifold, gas pressure on the basis of said measured engine speed and said, desired braking power; and, controlling said variable turbine geometry such that the difference between a measured exhaust manifold gas pressure and said calculated desired exhaust manifold gas pressure is minimised.

Abstract: A hybrid exhaust gas turbocharger is provided, which is capable of preventing the supercharger from being damaged due to a rotary shaft being moved to a large extent in an axial direction by vibration generated from the internal combustion engine and a rotary portion in contact with a stationary portion in the supercharger when the supercharger is mounted on an internal combustion engine. A restraint mechanism (35) including a thrust collar (41) attached to a shaft end of a rotary shaft (19a) of a generator positioned on a side opposite to a flexible coupling and two thrust bearings (42) disposed to oppose both end surfaces forming a flange portion (44) of the thrust collar (41) is accommodated in a recess (51) formed on a front surface side of a shell housing positioned on a side opposite to the casing.

Abstract: Rotational speed of an electric turbocharger controlled so that the actual temperature of the motor does exceed the allowable level even over a long time span. A speed control device for the turbocharger, includes a temperature sensor, a speed limitation device which limits the speed of the motor in response to the temperature level detected by the temperature sensor wherein the speed limitation device is provided with a limit control start temperature correction device which decreases the limit control start temperature when the increase rate of the detected temperature exceeds a threshold. A speed limitation setting device sets a speed limit based on the temperature difference between the limit control start temperature and the detected temperature T on a rate of increase of the detected temperature.