Abstract: A gas turbine intake has a swirl housing having a tangential inlet fluidly connecting an exhaust conduit, an annular outlet defined around a central axis and fluidly connecting a turbine gas path, a swirl path extending circumferentially around the central axis from the tangential inlet, and vanes located in the swirl housing, the vanes circumferentially interspaced from one another relative the central axis, each vane having a twisted and flat body having a length extending from a leading end to a trailing end, the leading end being oriented mainly circumferentially and axially at the swirl path, the trailing end being oriented mainly axially and radially at the annular outlet, the twisted and flat body twisting between leading and trailing ends around the central axis, around a radial axis perpendicular to the central axis, and around a tangential axis perpendicular to both the central axis and the radial axis.

Abstract: A fuel supply system for an internal combustion engine includes an air compressor, an air cooler connected downstream of the air compressor and the compressed air supply passage, and a bypass passage connected downstream of the air compressor. The fuel supply system also includes a fuel injector secured to the compressed air supply passage or secured to the bypass passage and a valve connected between the air compressor and the air cooler, the valve being configured to block a flow of intake air to the air cooler, causing the intake air to flow to the bypass passage or to permit the flow of intake air to the air cooler.

Abstract: A marine engine comprises a powerhead having an engine block, a cylinder head and a crankcase containing a crankshaft. Operation of the marine engine causes rotation of the crankshaft. A crankcase cover encloses the crankshaft in the crankcase. A supercharger is on the crankcase cover, the supercharger being configured to provide charge air for combustion in the powerhead. The supercharger comprises a charge air outlet for conveying charge air from the supercharger for combustion in the powerhead, the charge air outlet being oriented so as to discharge the charge air towards the powerhead.

Abstract: An air, entering into the cylinder of the piston internal combustion engine (PICE) via intake valve (or coming both: through intake valve and through intake ports in the sleeve), flows out through the exhaust ports in the sleeve at the end of the intake stroke and/or at the beginning of the compression stroke. Thus increase (compared with the conventional—“PICE”) scavenging through the cylinder at full engine loads. In idle running, at low loads and in starting the backflow of exhaust gases into the cylinder is performed. Due to this, the starting is better.

Abstract: A control apparatus for controlling an internal combustion engine in which a first compressor and a second compressor are arranged in parallel in an intake passage may be configured, in a situation where supercharging by the second compressor is required at a time of a request to increase the engine torque, to start supercharging by the second compressor upon the elapse of a delay time that is started when the power of the first compressor is increased to a designated power value or more using an exhaust energy adjustment device.

Abstract: A drive unit for a motor vehicle includes an internal combustion engine having a feeder line for feeding combustion air to the internal combustion engine and a compressor device that cooperates with the feeder line and by means of which the combustion air is compressed for the internal combustion engine. A bypass line opens into the feeder line, and through which the combustion air can be fed to the internal combustion engine without passing through the compressor device. An isolating mechanism associated with the bypass line serves to shut off and/or adjust the quantity of combustion air that flows through the bypass line. A control unit controls the isolating mechanism in such a manner that the isolating mechanism is at least partly closed or is caused to at least partly close when the internal combustion engine is in coasting mode.

Abstract: A method for determining atmospheric pressure AMP during operation in a partial load state of a turbocharged engine (1) including an air intake line (2) incorporating a butterfly valve (16), and an exhaust line (3) including a bypass duct (20) incorporating an exhaust gas discharge valve (21), the method includes measuring the air pressure PUT upstream of the butterfly valve (16), and for a given speed of N rpm of the engine (1), when the boost pressure PUT corresponds substantially to the natural boost pressure, determining the atmospheric pressure AMP=AMP(0)+PUT?PUT(0), wherein AMP(0) is the atmospheric pressure previously measured, and PUT(0) is boost pressure naturally obtained for the speed N rpm of the engine (1) for the atmospheric pressure AMP(0).

Abstract: A method and a device for calculating a pressure loss of an air cleaner, wherein the air cleaner is disposed upstream of a compressor of a supercharger in an engine provided with a plurality of state quantity sensors, includes the step of calculating an outlet pressure of the compressor by using output values of the state quantity sensors, the step of calculating an inlet pressure of the compressor by using the outlet pressure and a characteristic map of the compressor, wherein the characteristic map shows a relationship between a ratio of the outlet pressure to the inlet pressure and a flow rate of gas flowing in an intake pipe of the engine, and the step of calculating the pressure loss of the air cleaner from the inlet pressure.

Abstract: A method for operation of an engine. The method includes during a first operating condition, permitting intake airflow through an intake air-supply turbine positioned upstream of a cylinder to drive a generator, the generator coupled to an energy storage device, and inhibiting intake airflow through a motor-driven compressor arranged in parallel flow arrangement with the intake air-supply turbine, the motor driven compressor coupled to a motor coupled to the energy storage device. The method further includes during a second operating condition, permitting intake airflow through the motor-driven compressor while the motor-driven compressor receives rotation input from the motor, and inhibiting intake airflow through the intake air-supply turbine.

Abstract: An internal combustion engine includes a cylinder block that defines a cylinder and a cylinder head positioned relative to the cylinder block. A reciprocating piston is arranged inside the cylinder for compressing an air and fuel mixture at a geometric compression ratio of at least 10:1. A crankshaft is arranged in the cylinder block and rotated by the piston. An intake valve is operatively connected to the cylinder head and controls delivery of air to the cylinder for combustion therein. A mechanism provides late intake valve closing via constant peak lift of the intake valve over at least 5 degrees of crankshaft rotation. A multi-stage boosting system, having a turbocharger, a supercharger, and a continuously variable transmission for varying the supercharger's rotating speed, is regulated by a controller to selectively pressurize air being received from the ambient for delivery to the cylinder.

Abstract: A supercharger and a turbocharger are provided, as well as a load sensor detecting a traction load of a trailer towed by a semi-trailer and being arranged in a coupler. A combined supercharging and turbocharging is performed by the supercharger and the turbocharger when the traction load is heavier than a previously defined traction determination value. Only supercharging is performed by the turbocharger when the traction load is not more than the traction determination value.

Abstract: A turbocharger for use with an internal combustion engine is provided. The turbocharger comprises a differential device having a carrier portion, a compressor portion, and a turbine portion. The compressor portion is in driving engagement with a first portion of the differential device. The turbine portion is in driving engagement with a second portion of the differential device. The carrier portion of the differential device is in driving engagement with an infinitely variable transmission. The infinitely variable transmission is in driving engagement with the internal combustion engine. The turbocharger is simply controlled, reduces turbo lag, decreases a boost threshold of the turbocharger, and increases an efficiency of the internal combustion engine.

Abstract: An exhaust gas turbocharger module and internal combustion engine outfitted therewith are disclosed. The exhaust gas turbocharger modules have an individual turbocharging assembly with a low-pressure exhaust gas turbocharger with a low-pressure turbine and a low-pressure compressor which have a common first turbocharger axis. A high-pressure exhaust gas turbocharger is provided with a high-pressure turbine and a high-pressure compressor which have a common second turbocharger axis extending perpendicular to the first turbocharger axis. The low-pressure turbine is connected downstream of the high-pressure turbine via an exhaust gas connection line, and the high-pressure compressor is connected downstream of the low-pressure compressor via a charge air connection line. A housing receives the low-pressure turbine, the high-pressure turbine and the exhaust gas connection line. The low-pressure compressor, the high-pressure compressor, and the charge air connection line are arranged outside of the housing.

Abstract: Methods and systems are provided for adjusting intake airflow through two induction passages. In response to increased torque demand, intake airflow may be directed through a first induction passage including an exhaust-driven turbocharger compressor and through a second induction passage including an electric compressor. Further, after the turbocharger compressor increases speed, intake airflow may be directed again through the first induction passage to further increase boost.

Abstract: A method for switching between low- and high-dilution combustion modes in an internal combustion engine having an intake passage with an exhaust-driven turbocharger, a crankshaft-driven positive displacement supercharger downstream of the turbocharger and having variable boost controllable with a supercharger bypass valve, and a throttle valve downstream of the supercharger. The current combustion mode and mass air flow are determined. A switch to the target combustion mode is commanded when an operating condition falls within a range of predetermined operating conditions. A target mass air flow to achieve a target air-fuel ratio corresponding to the current operating condition and the target combustion mode is determined. The degree of opening of the supercharger bypass valve and the throttle valve are controlled to achieve the target mass air flow. The amount of residual exhaust gas is manipulated.

Abstract: A “two-cycle” internal combustion engine has a single or multi-stage pre-cooled compression, which allows the temperature and pressure of intake air to the combustion cylinders to be tightly controlled, so that a much higher compression ratio and pre-ignition compression pressure can be achieved without approaching the auto-ignition threshold. Because this design can effectively regulate and set the maximum pre-ignition temperature of the fuel-air mixture, it can combust virtually any type of liquid hydrocarbon fuel without knocking. This “two-cycle” engine, due to its higher compression ratio, generates power equivalent to or greater than a four-cycle “CWPSC” engine in a smaller and lighter engine and at the same or higher efficiency.

Abstract: A flywheel assembly for a turbocharger a rotatable flywheel shaft that is separate from a turbocharger shaft, and a flywheel body coupled to the flywheel shaft. A flywheel sensor determines a flywheel operating parameter and supplies a flywheel feedback signal indicative of the flywheel operating parameter, and a flywheel clutch selectively couples the flywheel shaft to the turbocharger shaft. A controller operates the flywheel clutch based on the flywheel feedback signal. The flywheel shaft and flywheel body may be disposed in a flywheel housing that is separate and spaced from a turbocharger housing.

Abstract: A centrifugal supercharger includes, a drive pulley connected to receive rotating power from an engine. an electronic blocking the rotating power to be supplied to the drive pulley or supplying the rotating power to the drive pulley. a speed increasing device increasing rotation speed of the drive pulley. a compressor including an impeller receiving rotation power having speed increased by the speed increasing device and flowing and compressing external air and an impeller housing.

Abstract: A system for conditioning the intake air to an internal combustion engine includes a means to boost the pressure of the intake air to the engine and a liquid cooled charge air cooler disposed between the output of the boost means and the charge air intake of the engine. Valves in the coolant system can be actuated so as to define a first configuration in which engine cooling is performed by coolant circulating in a first coolant loop at one temperature, and charge air cooling is performed by coolant flowing in a second coolant loop at a lower temperature. The valves can be actuated so as to define a second configuration in which coolant that has flowed through the engine can be routed through the charge air cooler. The temperature of intake air to the engine can be controlled over a wide range of engine operation.

Abstract: The invention refers to a supercharging system (6) for an internal combustion engine (1) incorporating in combination, a turbine (7), a compressor (8) and an electrical driven system (20) that is connected by any power transmission system (16, 19) to the crankshaft (4) or any other vehicle drive shaft of an internal combustion engine, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: The invention refers to a supercharging system (6) for an internal combustion engine (1) incorporating in combination, a turbine (7), a compressor (8) and an electrical driven system (20) that is connected by any power transmission system (16, 19) to the crankshaft (4) or any other vehicle drive shaft of an internal combustion engine, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: The invention refers to a supercharging system for an internal combustion engine incorporating in combination, a turbine, a compressor and an electrical driven system that is connected by any power transmission system to the crankshaft or any other vehicle drive shaft of an internal combustion engine, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: The invention refers to a supercharging system (6) for an internal combustion engine (1) incorporating in combination, a turbine (7), a compressor (8) and an electrical driven system (20) that is connected by any power transmission system (16, 19) to the crankshaft (4) or any other vehicle drive shaft of an internal combustion engine, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: The invention refers to a supercharging system (6) for an internal combustion engine (1) incorporating in combination, a turbine (7), a compressor (8) and an electrical driven system (20) that is connected by any power transmission system (16, 19) to the crankshaft (4) or any other vehicle drive shaft of an internal combustion engine, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: An engine in which a fluctuation in the amount of fuel injection is reduced in the entire operating tolerance of the engine. The engine (1) has an engine body (5) provided with a turbocharger (7), an engine speed sensor (21), a turbo sensor (22), a boost sensor (23), and an ECU (20) for correcting the amount of fuel injection. A control means recognizes an engine speed, a supercharging pressure, a supercharger speed, a fuel injection amount and corrects the fuel injection amount.

Abstract: Disclosed is a control system and method for controlling a superturbocharged engine system in various operation modes. Throttle control mode may idle the superturbocharger during low and medium engine loads, so that boost is not created in the intake manifold. During high engine load conditions (open throttle), boosting occurs in response to the driver, operator, or control system requesting increased engine loads. For transient control mode, the control system may respond to transient conditions in response to engine speed and load so that the engine does not bog down or overcome vehicle traction limits. The control system may also predict future operating points.

Abstract: A device for utilizing the waste heat of an internal combustion includes a single-stage or multi-stage supercharging device, which is designed as an exhaust-gas turbocharger in particular. The single-stage or multi-stage supercharging device is assigned an additional supercharging device including an expansion machine acted upon by an auxiliary circuit, in particular a steam circuit.

Abstract: An internal combustion engine includes a turbocharger and a selectively operable positive displacement supercharger downstream of the turbocharger in the intake path. An input shaft of the supercharger is mechanically coupled to and driven by a piston-driven crankshaft. A bypass valve is configured to selectively bypass at least a portion of the air from the turbocharger air outlet around the supercharger. Power and fuel consumption are optimized by operating the supercharger to dilute the fuel-air mixture to achieve an excess air factor ? above 1.0, and in some cases above the upper range (?=1.3) of normal stoichiometric operation. The engine can operate in a lean low temperature combustion mode (e.g., HCCI) with the supercharger operating, and in a stoichiometric spark ignition combustion mode with the supercharger bypassed.

Abstract: A compressor casing for an exhaust gas turbocharger is disclosed. The exhaust gas turbocharger has a rotatable turboshaft, a compressor wheel mounted on the turboshaft, and a turbine wheel mounted on the turboshaft. The compressor casing includes a sensor for measuring a rotational speed of the turboshaft. The sensor is embedded in the compressor casing and forms an integral component of the compressor casing.

Abstract: A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.

Abstract: The invention refers to a supercharging system for an internal combustion engine incorporating in combination, a turbine, a compressor and an electrical driven system that is connected by any power transmission system to the crankshaft or any other vehicle drive shaft of an internal combustion engine and which are arranged along a common axis, where the turbine inlet is subjected to exhaust gases, causing the turbine wheel to rotate and thereby via the drive shaft causing mechanical rotating power.

Abstract: A powertrain includes an Atkinson cycle engine having at least one cylinder, a crankshaft, and an air intake system that provides selective fluid communication between the at least one cylinder and the atmosphere. A motor is in hybrid combination with the engine, and a compressor is configured to selectively pressurize air in the air intake system. The powertrain provides the fuel efficiency of an Atkinson cycle engine while compensating for the reduced torque output of an Atkinson cycle engine.

Abstract: As the integral value of power obtained by integrating supply power to the three-phase stator coil of an assist motor with respect to time becomes larger, a motor temperature becomes higher. Then, the integral value of power obtained by integrating supply power to the three-phase stator coil of the assist motor with respect to time is detected and when this detected integral value of power is equal to or larger than a first determination value, supply power to the three-phase stator coil of the assist motor is limited. Then, when this detected integral value of power is equal to or larger than a second determination value, supply power to the three-phase stator coil of the assist motor is stopped.

Abstract: There is provided a method of controlling an engine system. The engine system comprises an internal combustion engine, a supercharging system having at least one supercharger to boost intake air to the internal combustion engine, a turbine, and a motor. The turbine receives an exhaust gas flow from an exhaust system of the internal combustion engine and is capable of at least partly driving the supercharging system. The motor is capable of at least partly driving the supercharging system.

Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.

Abstract: The invention is directed to a method and an arrangement (10) for controlling an electrically operated charger (1), which essentially prevent a sudden drop in voltage with the run-up of the electric charger. A drive signal (AS) is formed, which drives the electric charger (1). The rate of change of speed for an increase of the rpm of the electric charger (1) is pregiven in dependence upon the instantaneous supply voltage (UV).

Abstract: A method and a device for controlling an electrically operated supercharger are proposed, which cooperates with an exhaust-gas turbocharger for compressing the air supplied to the internal combustion engine. The controlling of the electrical supercharger (ES) is implemented via a control signal, which is generated as a function of a predefined value for the compressor-pressure ratio of the electrical supercharger.

Abstract: A first compressor (1a) which supercharges intake air is provided in the intake passage (6, 20, 21) of an internal combustion engine (12). The first compressor (1a) is driven by the exhaust gas energy of the engine (12). A second compressor (2a) driven by an electric motor (2b), and a bypass valve (3) which bypasses the second compressor (2a), are provided in the intake passage (7, 20, 21) between the first compressor (1a) and the engine (12). The bypass valve (3) shifts from the open state to the closed state according to the operation of the second compressor (2a). At this time, the bypass valve (3) starts closing at some time after startup of the second compressor (2a) so that the intake air amount of the engine (12) is not deficient.

Abstract: An internal combustion engine using variable compression ratio and variable fuel supply to one of two combustion chambers is presented. Varying the compression ratio is accomplished by changing the volume of a single combustion chamber. This, in combination with lean burning, results in a highly efficient prime mover particularly at the low torque outputs needed in passenger car applications. The relationship of compression ratio and fuel feed is varied with engine speed. Burning occurs in two stages, and this results in a clean exhaust. The invention allows very efficient throttling of two-cycle engines to be realized. A concept for supplying air to a two-cycle engine at very good efficiencies is also presented. The combination of these techniques can result in an engine for automotive use that is half the weight of conventional units with a thermal efficiency of 40% or more at average engine output.

Abstract: A first compressor (1a) which supercharges intake air is provided in the intake passage (6, 20, 21) of an internal combustion engine (12). The first compressor (1a) is driven by the exhaust gas energy of the engine (12). A second compressor (2a) driven by an electric motor (2b), and a bypass valve (3) which bypasses the second compressor (2a), are provided in the intake passage (7, 20, 21) between the first compressor (1a) and the engine (12). The bypass valve (3) shifts from the open state to the closed state according to the operation of the second compressor (2a). At this time, the bypass valve (3) starts closing at some time after startup of the second compressor (2a) so that the intake air amount of the engine (12) is not deficient.

Abstract: A method and a device for controlling an electrically operated supercharger are proposed, which cooperates with an exhaust-gas turbocharger for compressing the air supplied to the internal combustion engine. The controlling of the electrical supercharger (ES) is implemented via a control signal, which is generated as a function of a predefined value for the compressor-pressure ratio of the electrical supercharger.

Abstract: An air induction system (10) for use with an internal combustion engine (E) including an intake is disclosed. The system (10) includes a supercharger (12) and a valve assembly. The valve assembly comprises a valve (14) and a valve control mechanism (16). The supercharger (12) receives air through a supply opening (18), pressurizes it, and discharges it through an exhaust opening (20). The valve (14) is in communication with the supply opening (18) to control air supply thereto. The control mechanism (16) is coupled to the valve (14) and causes it to vary the air supply to the opening (18) in response to air pressure conditions downstream from the supercharger (12). In one embodiment, the control mechanism (16) varies the air supply responsive to air pressure in the intake in order to both throttle the supercharger (12) as well as substantially eliminate undesirable surge conditions therein.

Abstract: The invention is directed to a method and an arrangement for controlling a charger (2000, 1000) which make possible a reduction of the load on the on-board electrical system especially during run-up of the charger (2000, 1000). A drive signal is formed which drives the charger (2000, 10000 1000). In dependence upon a first operating state of the engine (1005) which directly precedes an increase of the driver command torque, the drive signal is so formed that the charger (2000, 1000) increases its rpm already during this first operating state.

Abstract: A vehicle having a tire pressure adjusting device for regulating the pressure of tires which has a valve arrangement between a compressed air source and the tires is described. To reduce the energy expenditure required for filling the tires and to be able to keep the filling pressure as low as possible, the turbocharger of the vehicle engine serves as the compressed air source. The charge air channel of the turbocharger is connected with the valve arrangement.

Abstract: Methods for controlling intake air flow to an internal combustion engine having an output shaft driven by the internal combustion engine, an intake air pipe, an exhaust gas pipe, a compressor located in the intake air pipe, a turbine located in the exhaust gas pipe, a transmission system connecting turbine, compressor, and output shaft for energy transfer between the turbine and compressor, between the turbine and output shaft, and between the output shaft and compressor. The transmission system includes a variable transmission between the output shaft and compressor and a control means for controlling the gear ratio in the variable transmission.

Abstract: A variable displacement engine is provided with a group of variably operated cylinders which are controllable to start and stop operation under predetermined operating conditions, and a group of invariable operated cylinders which are constantly in operation irrespective of the operating condition. The engine is operably connected to a variable displacement control system operable to deactivate the operation of the group of variably operated cylinders under predetermined operating conditions, such as idling, highway cruising speeds, and the like, so that the overall fuel efficiency of the engine is improved. In an aspect of the present invention, a turbocharger is provided. The turbocharger includes an inlet for receiving exhaust gas from the invariable operated cylinders and an outlet for supplying compressed air to the variable operated cylinders. In one embodiment, the engine is a reciprocating piston type engine, and in another embodiment, the engine is a rotary piston type engine.

Abstract: An air compressor for charging an internal combustion engine includes a compressor for blowing compressed air into the intake manifold of the engine and a gas powered turbine for driving the compressor. In a first embodiment, the exhaust from a small gas powered turbine is coupled to the driving turbine of a standard turbocharger. In a second embodiment, the drive shaft of a small gas powered turbine is coupled to the drive shaft of a standard supercharger. In a third embodiment, a compressor turbine having an air intake, a compressed air outlet, and a bleed air outlet is coupled to a small gas powered turbine such that the bleed air outlet supplies the combustor intake of the gas turbine. The gas powered turbine drives the compressor and receives compressed air from the compressor via the bleed outlet. The system provides a constant boost, does not use engine horsepower, is easy to install, and does not need to be coupled to a rotating shaft or the exhaust system of the engine.

Abstract: An air compressor for charging an internal combustion engine includes a compressor for blowing compressed air into the intake manifold of the engine and a fuel powered turbine for driving the compressor. According to a first embodiment, the exhaust from a small gas powered turbine is coupled to the driving turbine of a standard turbocharger. According to a second embodiment, the drive shaft of a small gas powered turbine is coupled to the drive shaft of a standard supercharger. According to a third embodiment, a compressor turbine having an air intake, a compressed air outlet and a bleed air outlet is coupled to a small gas powered turbine such that the bleed air outlet supplies the combustor intake of the gas turbine. The gas powered turbine drives the compressor and receives compressed air from the compressor via the bleed outlet.

Abstract: In a hybrid supercharging engine comprising a turbo charger TC becoming a maximum capacity at a speed higher than a maximum torque rotating speed of an engine and a volume type supercharger SC provided in series to the TC, wherein a two step supercharging is performed while controlling the SC in such a manner as to keep a supply air amount constant without relation to an engine speed, it is possible not only to set a low BSFC but also to set twice or more BMEP of the TC supercharging engine. Further, since a supply air amount to an engine is increased by supercharging mainly by means of an SC at a time of a low speed so as to accelerate the TC, a turbo lag is prevented from generating and a performance at a time of a steady operation can be obtained even at a time of a rapid acceleration from a low speed.

Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.