Abstract: An engine braking system includes a turbocharger having a turbine and a compressor. An exhaust manifold includes a first pipe for channeling a first portion of the engine exhaust and a second pipe for channeling a second portion of the engine exhaust. The first and second pipes are connected to an inlet of the turbine. A cross pipe, as part of an exhaust gas recirculation (EGR) conduit, is open between the first and second pipes and at one end to the remaining portion of the EGR conduit. A valve can be arranged within the cross pipe and ca be operable in a first mode of operation to block flow between the first and second pipes and allow flow between the first pipe and the remaining portion of the EGR conduit and to allow flow between the first and second pipes and the inlet of the turbine. The valve is operable in a second mode of operation to allow flow between the first and second pipes, and to reduce or block flow between the second pipe and the turbine inlet.

Abstract: A heating apparatus for engine exhaust includes a housing having an inlet for connection in an exhaust gas conduit to receive exhaust gas and an outlet for connection in an exhaust gas conduit to discharge exhaust gas, the housing defining an interior space, a burner unit mounted in the housing for combustion of a fuel in the interior space, and, a turbocompressor, including a turbine having an inlet to receive exhaust gas to drive the turbine and an outlet connected to the housing to discharge exhaust gas and a compressor driven by the turbine and having an inlet to receive ambient air and an outlet connect to deliver compressed air to the burner. The turbocompressor may be mounted on the housing upstream of the burner unit.

Abstract: A method for controlling the wastegate in a turbocharged internal combustion engine including the steps of: determining, during a design phase, a control law which provides an objective opening of a controlling actuator of the wastegate according to the supercharging pressure; determining an objective supercharging pressure; measuring an actual supercharging pressure; determining a first open loop contribution of an objective position of a controlling actuator of the wastegate by means of the control law and according to the objective supercharging pressure; determining a second closed loop contribution of the objective position of the controlling actuator of the wastegate; and calculating the objective position of the controlling actuator of the wastegate by adding the two contributions.

Abstract: A fuel injection control device of a diesel engine is provided. The device includes an engine body to be supplied with fuel mainly containing diesel fuel, a fuel injection valve for injecting the fuel into a cylinder of the engine body, a fuel injection control module for controlling the fuel injection by the fuel injection valve, and a catalyst for purifying HC provided in an exhaust passage through which exhaust gas is discharged from the cylinder. When the catalyst is in a deactivated state or the engine body is in a cold state, the fuel injection control module controls the fuel injection valve to perform a main injection for generating in the cylinder a main combustion mainly including a diffusion combustion, and a pre-injection for injecting the fuel before the main injection to generate a pre-combustion in the cylinder before the main combustion.

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: An arrangement of a catalytic converter in an exhaust system of an internal combustion engine which can be operated with fuel containing manganese is provided, wherein the catalytic converter is arranged in the exhaust tract in an exhaust gas flow path from the internal combustion engine. A sacrificial disk, which is permeable to exhaust gas, is arranged in the exhaust tract upstream of the catalytic converter in the flow direction of the exhaust gas. When the exhaust gas back pressure becomes too high for normal internal combustion engine operation owing to manganese deposits, the relatively inexpensive sacrificial disk can be replaced other than exchanging and/or cleaning the relatively expensive catalytic converter.

Abstract: A turbocharger assembly includes a compressor wheel with a base surface, a nose surface, a z-plane disposed between the base surface and the nose surface and a bore extending from the base surface to the nose surface and a shaft that includes a first pilot surface disposed in the bore of the compressor wheel at a position between the z-plane and the nose surface, a second pilot surface disposed in the bore of the compressor wheel at a position between the z-plane and the base surface, and a recessed surface disposed between the first pilot surface and the second pilot surface. A nut adjustably disposed on the shaft adjacent to the nose surface can tension the shaft to apply a compressive load between the base surface and the nose surface of the compressor wheel. Various other examples of devices, assemblies, systems, methods, etc., are also disclosed.

Abstract: An engine comprises an intake manifold, first and second cylinder banks, a turbocharger, a flow passage, and first and second cylinder banks. The first and second cylinder banks are each in fluid communication with a respective output of the intake manifold. The turbocharger is associated with the second cylinder bank and includes a compressor input port and a compressor output port. The flow passage is in fluid communication with each of the compressor output port and an input of the intake manifold.

Abstract: A turbocharger system for an internal combustion engine that powers a vehicle having a pressure vessel storing pressurized air. The turbocharger system comprises a turbocharger and a valve system. The system is configured such that the air intake system of the internal combustion engine can be supplied with air at super-atmospheric pressure either from the compressor of the turbocharger or from the pressure vessel. When the pressure vessel is supplying the intake system, compressed air from the compressor is recirculated back to the air inlet of the compressor so as to help prevent a surge condition in the compressor.

Abstract: A fresh gas supply device for an internal combustion engine having an exhaust gas turbocharger includes a charge air inlet for letting in compressed charge air from the exhaust gas turbocharger; an outlet connected to the charge air inlet, wherein the connection is closable via at least one backflow flap pivotable about a rotational flap axis; a compressed air inlet for letting compressed air into the outlet; an adjusting unit for adjusting the at least one backflow flap; at least one additional turbocharging unit having an air turbine and a compressor coupled thereto. The air turbine is disposed upstream of the compressed air inlet in the flow direction of the compressed air and compressed air can flow through the air turbine. The compressor is designed to take in and compress additional charge air from the charge air inlet and deliver compressed additional charge air to the outlet.

Abstract: An exhaust gas recirculation system for an engine having an exhaust system includes an EGR cooler in fluid communication with an exhaust manifold. The EGR cooler receives a portion of the engine's exhaust gas. A cooled EGR passage is downstream of the EGR cooler, and an air intake line is in fluid communication with an intake manifold. A collecting vessel is located at or downstream of the EGR cooler for receiving condensate, and a condensate evacuation line is in fluid communication with the collecting vessel for receiving condensate from the collecting vessel.

Abstract: In a method and a system for controlling the Variable Turbine Geometry (VTG) of a combustion engine during up-gear shift, the VTG is opened based on a prediction when exhaust gas pressure is stabilized. During up-gear shift the VTG is closed to a closed position (301) to build an exhaust gas pressure and reduce engine speed, and a parameter from which the engine acceleration can be deduced is recorded. The VTG is determined to be opened to an open positioning response to the recorded parameter and a target engine speed of the up-gear shift (303), and the VTG is opened at a time corresponding to said determination to reduce the exhaust gas pressure (305). Hereby the up-gear shift can be made in a short time and at smooth operational conditions.

Abstract: A fresh gas supply device is provided for an internal combustion engine having a turbocharger. The device includes a charge-air inlet for taking in charge-air from the exhaust gas turbocharger, a compressed air inlet for taking in compressed air, an outlet connectable to the charge-air inlet via a flap element and to the compressed air inlet via a flow regulating device, and a control unit for controlling the flap element and the flow regulating device. The flow regulating device has at least one valve for opening and closing the compressed air inlet and a proportional valve connected downstream in the direction of flow for setting a pressure in the outlet.

Abstract: PCV systems are well known in the art and commonly used in turbocharged engines. The ejector creates a pressure drop for additional pull of PCV gas under boosted conditions of the turbocharger engine. The ejector typically includes a first inlet and a second inlet and a sole outlet. The first inlet pulls air from the compressor of the PCV system. The second inlet pulls air from the cyclone separator of the PCV system. Air exiting the ejector is exited to the intake manifold. However, when the turbocharger of the system is off, fresh air can leak in from the inlet from the oil separator thereby preventing the ventilation of blowby. The unwanted air reduces the efficiency of the turbocharger system. Accordingly, an ejector preventing unwanted fresh air flow is needed in the art.

Abstract: Various apparatuses and systems are provided for a turbocharger. In one example, the turbocharger system includes a first turbine having an exhaust flow outlet and a second turbine having an exhaust flow inlet. The turbocharger system further includes a transition conduit fluidically coupling the outlet of the first turbine to the inlet of the second turbine, the transition conduit including an expansion region upstream of a first bend, and a bypass which routes exhaust flow around the first turbine, the bypass having an exhaust flow outlet fluidically coupled to the transition conduit downstream of the expansion region.

Abstract: A control system for an engine that includes a turbocharger includes a restriction estimation module and an engine protection module. The restriction estimation module estimates restriction of airflow through an air filter of the engine based on a comparison between measured and modeled temperatures at an outlet of a compressor of the turbocharger. The engine protection module, based on the estimated airflow restriction, at least one of controls turbocharger boost, controls turbocharger airflow, controls a fueling rate of the engine, and generates a warning signal for a driver of a vehicle.

Abstract: A cylinder head is provided for an internal combustion engine, defining a plurality of exhaust ports and an exhaust outlet and an exhaust manifold internally defined by the cylinder head. The exhaust manifold includes, but is not limited to, a collector volume in communication with the exhaust ports, through a plurality of exhaust runners, and with the exhaust outlet. A turbocharger housing is defined by the cylinder head and includes, but is not limited to a turbine volume internally defined by the cylinder head in fluid communication with the exhaust outlet of the exhaust manifold.

Abstract: A gas engine includes a generator coupled to an output shaft thereof, an intake passage to which a low-concentration methane gas (VAM gas) derived from mine venting is supplied, and a gas mixing unit mixing a high-concentration methane gas (CMM gas) to the low-concentration methane gas midway along the intake passage, so that a gas mixture of the low-concentration methane gas and the high-concentration methane gas is supplied to and burnt in a combustion chamber. A turbocharger is provided in the intake passage upstream of the gas mixing unit, and in the intake passage upstream of the turbocharger, is provided a mixture ratio adjusting unit adjusting a mixture ratio of the low-concentration methane gas and the air. The temperature or flow rate of intake gas flowing into the turbocharger is kept in a constant range by an intake controller.

Abstract: Methods and systems are provided for operating a turbocharged engine. An engine system comprises a turbocharger, a bypass path, and a turbo-compound unit. The turbocharger may include a turbine mechanically coupled to a compressor. The turbo-compound unit may include a turbine mechanically coupled to a load, such as a generator. The turbo-compound unit may be coupled in a bypass path around the turbocharger turbine. In this manner, thermodynamic energy flowing through the bypass path may be harvested to increase the engine-operating efficiency. Further, gas flow through the bypass path may be adjusted to potentially improve the transient response of the turbocharger.

Abstract: An intake control system comprises an estimation module and a turbocharger control module. The estimation module receives one of a first pressure within an intake manifold measured by a manifold pressure sensor and a second pressure measured by a pressure sensor at a location between a compressed air charge cooler and a throttle valve. The estimation module estimates the other one of the first and second pressures based on the received one of the first and second pressures. The turbocharger control module controls output of a turbocharger based on the estimate of the other one of the first and second pressures.

Abstract: An air control valve for internal combustion engines having a turbocharger, is placed inside a bypass channel between a pressure side and an intake side of a boost pressure pump of the turbocharger, and has a housing which incorporates an electromagnetic drive unit and a valve unit movable in the housing. The valve unit has a valve rod and a valve closing body attached thereto and a circular sealing element. An arrangement is provided to keep the moving valve unit in a closed position when no current is supplied to the valve unit. At least one pressure compensation opening is provided in the moving valve unit, and the valve closing body has a cylindrical lateral surface which is arranged in such a manner that a housing interior is sealed towards the pressure side or the intake side.

Abstract: A booster mechanism is selectively connected to an exhaust turbine which consequently powers an intake air compressor. The booster mechanism applies additional power to the exhaust turbine in order to give the engine full or near full torque above idle revolutions per minute (RPM). In one embodiment, the booster mechanism comprises an air flask which contains pressurized air or another pressurized air source that can be utilized to provide a pressure source for additional power to the exhaust turbine.

Abstract: In an internal combustion engine comprising a turbocharger which includes a turbine which is located in an exhaust tract of the internal combustion engine and to which exhaust gas of the internal combustion engine is applied via an exhaust pipe system of the exhaust tract, the turbine comprises volute passages distributed along the circumference of the turbine wheel and the exhaust gas flows are combined and divided upstream of the turbine into at least two exhaust gas part-flows each of which part-flows is fed to one of the volute passages.

Abstract: A turbocharger for an internal combustion engine, comprising a bearing housing, a rotating shaft coupled to the bearing housing, a compressor wheel mounted at one end of the rotating shaft, a compressor housing accommodating the compressor wheel and provided with an inlet and an outlet for an air stream, a turbine wheel mounted at the opposite end of the rotating shaft, and a turbine housing accommodating the turbine wheel and provided with an inlet and an outlet for an exhaust gas stream, wherein the bearing housing comprises a fastening flange suitable to be fixed to a component of the internal combustion engine, wherein the turbine housing is provided with a connecting pipe for fluidly connecting the turbine housing inlet with an exhaust manifold of the internal combustion engine, and wherein the connecting pipe includes means for compensating axial thermal deformations thereof.

Abstract: Embodiments for a turbocharged engine are provided. In one example, a method for operating a supercharged internal combustion engine including at least one exhaust-gas turbocharger which has a turbine arranged in an exhaust-gas discharge system and a compressor arranged in an intake system, comprises during a load increase ?pme, retarding ignition timing away from an ignition time ?Z,opt optimized with regard to efficiency and beyond an ignition time ?Z,knock, where ?Z,knock is an earliest ignition time to avoid knocking combustion.

Abstract: An apparatus and method for improving vehicle performance by application of pneumatic boost to vehicle engines, including diesel engines having at least one turbocharger supplying air to the engine, in a manner which increases engine torque output while minimizing the potential for exceed various operating limits to the maximum practicable extent. The vehicle's pneumatic booster system controller implements strategies for shaping the rate of the air injection during a boost event, tailoring the air injection to obtain maximum engine torque output while respecting the operating limits, by controlling the timing, duration, quantity and/or injection pattern during a boost event to achieve a refined distribution of compressed air injection over the course of the boost event to provide desired engine torque output and fuel efficiency while minimizing the potential for exceeding a wide variety of operation limits, regulatory, engineering and passenger comfort limits.

Abstract: A motor vehicle internal combustion engine EGR loop, in which: with the fresh air flow rate in the air inlet path (2) of the EGR valve (1) set at a maximum, the path (3) for the EGR gases in the valve is progressively opened, and before the EGR gas flow rate in the valve increases any further, the fresh air inlet path (2) is progressively closed in order to continue to cause the EGR gas flow rate to increase on an increasing monotonous curve.

Abstract: A turbocharger includes a variable-nozzle assembly that includes an insert having a tubular portion received into a stepped bore of a turbine housing and having a nozzle portion extending radially out from one end of the tubular portion, and a generally annular nozzle ring axially spaced from the nozzle portion and an array of vanes rotatably mounted to the nozzle ring. Sealing of the interface between the tubular portion of the insert and the turbine housing is provided by a sealing ring formed as a generally annular body having a U- or V-shaped cross-section oriented such that an open side of the U- or V-shaped cross-section faces in a radial direction. The U- or V-shaped cross-section defines two opposing legs, one of the legs being engaged against an end face of the tubular portion of the insert and the other leg being engaged against an upstream-facing step surface of the turbine housing bore.

Abstract: A method of controlling homogenous charge compression ignition (HCCI) combustion timing and pressure rise rate. A constant volume air pump, such as a supercharger, is equipped to provide a variable amount of fresh air to a turbocharger. The also turbocharger drives a high pressure exhaust gas recirculation (EGR) loop. The fresh air intake and the EGR ratio are independently controlled. This combination of hardware allows for good control of combustion timing by providing for EGR variations without undue effect from varying oxygen concentration. Additionally, by adjusting the EGR ratio, the pressure rise rate during combustion can be controlled to reduce combustion noise.

Abstract: Various methods and systems are provided for an engine. In one example, the system includes a two-stage turbocharger which has first turbocharger with a first turbine and a first compressor and a second turbocharger with a second turbine and a second compressor, where the first turbine and the second turbine are arranged in parallel and the first compressor and the second compressor are arranged in series. The system may include a duct coupling turbine inlets of the first and second turbine, and a valve coupled between the duct and the inlet of the first turbine to throttle flow to first turbine.

Abstract: Systems and methods for controlling air flow in an engine including a turbocharger are provided. One example method includes adjusting valve operation for a turbocharged engine. The method may improve scavenging and reduce exhaust blow down interference.

Abstract: In a method for adjusting an end position of guide vanes in a turbine of a charging device in an engine system, the guide vanes are adjusted with the aid of an actuator, the end position depending on a position at a structurally determined end stop, and corresponding to a position of the guide vanes of the turbine at a predetermined gas flow rate. The actuator is activated for adjusting the guide vanes to the end position using a predetermined position value, which holds the guide vanes in the end position.

Abstract: Provided are at least one exhaust turbine turbocharger (6) that has a turbine section (6a) and a compressor section (6b) and is constantly set in an operating mode when an engine unit (2) is in operation; at least one hybrid exhaust turbine turbocharger (7) that has a turbine section (7a), a compressor section (7b), and a generator (29) and is set to operate in parallel with the exhaust turbine turbocharger (6) when the engine unit (2) is in operation; and a controller (C) that receives a signal from a rotation sensor that is attached to the exhaust turbine turbocharger (6) and that detects the rotation speed of the exhaust turbine turbocharger (6), gives a command signal to the generator (29) in accordance with the signal, and controls an amount of electricity to be generated by the generator (29) so that the rotation speed of the hybrid exhaust turbine turbocharger (7) matches the rotation speed of the exhaust turbine turbocharger (6).

Abstract: According to one embodiment of the invention, an internal combustion engine includes a first exhaust port in a cylinder head of the internal combustion engine, a first one way valve coupled to a secondary air system, the first one way valve configured to restrict fluid communication from the first exhaust port to the secondary air system. The engine also includes a second exhaust port in the cylinder head and a second one way valve coupled to the secondary air system, the second one way valve configured to restrict fluid communication from the second exhaust port to the secondary air system, wherein the first and second exhaust ports are in fluid communication with a turbocharger.

Abstract: A turbocharger of a supercharging apparatus includes a turbine impeller, which is rotatable by exhaust gas discharged from an internal combustion engine of a vehicle. An electric heater is placed in an exhaust passage, which extends from an exhaust outlet of the internal combustion engine to the turbine impeller. The electric heater generates a heat when the electric heater is energized.

Abstract: In one exemplary embodiment of the present invention, a housing assembly for a forced induction system of an internal combustion engine is provided. The housing includes a turbine housing that further includes a turbine inlet passage in fluid communication with a turbine volute configured to house a turbine wheel. The housing assembly also includes a turbine outlet passage integrated in the turbine housing, the turbine outlet passage in fluid communication with the turbine volute, the turbine outlet passage configured to direct the exhaust gas flow to a catalytic converter coupled to the turbine outlet passage. Further, the housing assembly includes a compressor housing integrated with a compressor inlet passage in fluid communication with a compressor volute configured to house a compressor wheel coupled to the turbine wheel, the compressor inlet passage including a wall that is shared with the compressor volute.

Abstract: A method for operating a spark-ignition engine having a three-way catalyst and a particulate filter downstream thereof, comprising: oscillating an exhaust air-fuel ratio entering the particulate filter to generate air-fuel ratio oscillations downstream of the particulate filter, while increasing exhaust temperature; when the downstream oscillations are sufficiently dissipated, enleaning the exhaust air-fuel ratio entering the particulate filter; and reducing the enleanment when an exhaust operating parameter is beyond a threshold amount.

Abstract: A method for reducing a temperature of an engine component is disclosed. In one example, an air-fuel ratio provided to an engine is adjusted to reduce a temperature of an engine component. The approach may be useful for controlling temperature and emissions from a turbocharged engine.

Abstract: The present invention relates to a method of controlling the intake of a supercharged engine comprising a cylinder (10) with at least two intake pipes (12, 14) associated with their intake valves (16, 18) and connected to an intake distributor (30), and at least one exhaust pipe (20) with its exhaust valve (22), a method according to which, before the end of the exhaust phase of said engine, an exhaust gas scavenging operation is carried out by overlap of exhaust valve (22) and intake valve (16) and, at the end of the scavenging operation, a stage of fuel mixture preparation is performed for combustion of this mixture in said cylinder.

Abstract: A turbocharger for an internal combustion engine includes a center housing, a shaft rotatably supported in the center housing, and a turbine wheel connected at one end of the shaft. A turbine housing is connected to the center housing and disposed around the turbine wheel. A bore formed in the turbine housing extends from a gas outlet end of the turbine housing to an annular stop surface of the turbine housing disposed adjacent the turbine wheel. A nozzle ring disposed in the bore surrounds a portion of the turbine wheel. An outlet cone is disposed at least partially in the bore and surrounds a remaining portion of the turbine wheel. The outlet cone is connected to the gas outlet end of the turbine housing.

Abstract: The present disclosure relates to a heat shield apparatus for an engine. The apparatus includes an exhaust manifold enclosing section, a turbo enclosing section and at least one cooling source. The exhaust manifold enclosing section forms a first passage around an exhaust manifold. Furthermore, the turbo enclosing section forms a second passage around a turbo charging unit. Moreover, the first passage and the second passage a fluidly connected. In addition, the at least one cooling source is configured to produce a flow of cooling fluid in the first passage and/or the second passage.

Abstract: A variable turbocharger including a turbine housing, a first scroll fluidly communicating with a turbine, a second scroll formed along an outside of the first scroll, wherein the first scroll and the second scroll are disposed within the turbine housing for exhaust gas to exhaust through the turbine, a partitioning unit for selectively separating the first scroll and the second scroll, and a a flux control valve disposed at the exhaust gas inflow portion and selectively coupled to the partitioning unit for blocking the exhaust gas from flowing into the second scroll. The variable turbocharger may prevent turbo lag at a low speed and be highly efficient at a high speed.

Abstract: An exhaust gas turbocharger for an internal combustion machine, in particular a diesel engine, having an unburnt mixture supply device, includes at least one compressor; at least one exhaust gas turbine; a turbocharger shaft by which the compressor and the exhaust gas turbine are rotationally fixedly coupled; and an energy store for increasing a mass moment of inertia. The energy store is rotationally fixedly coupled to the at least one compressor and the at least one exhaust gas turbine by the turbocharger shaft. An arrangement for supplying unburnt gas to an internal combustion machine includes such an exhaust gas turbocharger and an unburnt gas supply device.

Abstract: A method is provided for controlling an engine having an intake manifold and an outlet control device coupled to the manifold for controlling flow exiting the manifold and entering at least one cylinder of the engine. The engine further includes an inlet control device for controlling flow entering the manifold. The method includes providing an engine command; calculating a desired cylinder charge based on said command; and adjusting the outlet control device to provide said desired cylinder charge. The engine command may be, for example, a driver command, such as a driver torque command. Further, the outlet control device may be implement in with a variety of mechanisms. For example, in one embodiment the outlet control device is a valve of the engine having a variable lift. In one embodiment the outlet device is a valve having variable timing. Likewise, the inlet device may be adjusted in response to a variety of parameters.

Abstract: In one exemplary embodiment of the invention, a turbine housing for a forced induction system of an internal combustion engine is provided, the turbine housing including a turbine inlet passage in fluid communication with a turbine volute configured to house a turbine wheel, the turbine inlet passage configured to direct an exhaust gas flow from an exhaust manifold to the turbine wheel. The housing also includes a turbine outlet passage in fluid communication with the turbine volute, the turbine outlet passage configured to direct the exhaust gas flow to a catalytic converter coupled to the turbine outlet passage, wherein the turbine outlet passage comprises a cone shaped passage.

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: In an internal combustion engine having at least one exhaust gas turbocharger and an engine crankcase with at least one ventilation unit, by means of which a mixture of gas and lubricant generated in the crankcase of the internal combustion engine can be removed from the engine crankcase, and which cooperates with at least one first separating unit, by means of which lubricant can be separated from the gas and lubricant mixture formed in the crankcase, at least one further separating unit is associated with the at least one exhaust gas turbocharger, by means of which lubricant of a mixture of the lubricant and gas formed in the exhaust gas turbocharger can be separated from the lubricant and gas mixture.

Abstract: An engine system including a lean burn active ignition engine and aftertreatment system, and a method for operating such a system, are disclosed. In a representative embodiment, the lean burn active ignition engine includes an engine block including plural cylinders, an intake manifold adapted to provide charge air to the cylinders, an exhaust manifold, an active ignition source; and fuel and air handling systems that provide fuel/charge air mixture such that an air-to-fuel ratio of the mixed charge air and fuel in each of the engine cylinders is substantially greater than a stoichiometric quantity to achieve a lean burn condition. An exhaust gas aftertreatment system is fluidly coupled to an outlet of the exhaust manifold and includes an oxidation-reduction catalyst, and a selective catalytic reduction (SCR) catalyst fluidly coupled to the oxidation-reduction catalyst and positioned downstream of the oxidation-reduction catalyst.

Abstract: A compressor for a turbocharger is supplied with crank case ventilation (CCV) gases from the engine which is turbocharged. The CCV gases are piped into an inlet of the compressor housing which supports an insert with an MWE structure. The MWE structure comprises an outer wall and an inner wall with a gas flow passage defined between them. At high r.p.m. of the compressor impeller air flows through the passage to provide more air volume to the impeller and at low r.p.m. excess air is bled out of the passage for recirculation. The CCV gases are directed to a position upstream of an inlet to the gas flow passage where they emerge through an outlet which may be defined in the insert. The CCV gases may be supplied to the outlet via a chamber defined between the insert and the compressor housing. The arrangement provides for improved mixing of CCV gases with the incoming air and does not compromise noise reduction.

Abstract: A method and system for controlling an exhaust temperature for an internal combustion engine is disclosed. The method and system include determining a range of acceptable charge flows within the internal combustion engine to meet a desired exhaust temperature. The method and system further include controlling the charge flows to fall within the range. Control strategies to utilize the charge flow as a lever to control turbine outlet temperature are disclosed. These strategies utilize the inversion of the cylinder outlet temperature virtual sensor as well as a new turbine outlet temperature virtual sensor to determine the charge flow required to achieve the desired turbine outlet temperature given the current turbine inlet and outlet pressure, SOI, charge pressure, charge temperature, fueling, and engine speed.