Abstract: Provided is a bypass valve that diverts some of compressed air in a scroll section to an upstream side of the scroll section via a bypass conduit in an open state and sends the compressed air in the scroll section to a downstream side in a closed state, the bypass valve including a valve body that is fittable in a branch hole in which the scroll section communicates with the bypass conduit, and an actuator that moves the valve body between the closed state where the valve body is fitted in the branch hole and the open state where the valve body is away from the branch hole, in which the valve body forms an inner surface along an inner wall of the scroll section in the closed state.

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 turbocharger compressor bypass valve is disclosed. In one example, the compressor bypass valve operates inversely proportional to engine throttle operation. The approach may simplify compressor bypass valve control and reduced engine system complexity.

Abstract: Various systems and method for heating an engine in a vehicle are described. In one example, intake air flowing in a first direction may be heated via a gas-to-gas heat exchange with exhaust gases. The heated intake air may then be used in a subsequent gas-to-liquid heat exchange to heat a fluid circulating through the engine. In another example, intake air flowing in a second direction may be heated via a heat exchange with exhaust gases in order to cool an exhaust catalyst.

Abstract: An EGR system is disclosed for reducing NOx emissions and that may eliminate the need for a SCR system. The disclosed EGR system includes dual valves, including a hot EGR valve disposed in the exhaust manifold and a cold EGR valve disposed upstream of the intake manifold. A VGT turbine with adjustable vanes may also be employed with a low pressure turbine. Intake air may proceed through both a high pressure compressor as well as a low pressure compressor and the high pressure compressor may be substantially bypassed by way of a bypass valve disposed between the low pressure compressor and the air intake. The EGR system may be controlled by adjusting the positions of the valves and VGT turbine vanes.

Abstract: Embodiments for a charge air cooler are provided. In one example, an engine method comprises increasing intake air flow velocity through a charge air cooler and coordinately adjusting a position of one or more of an intake manifold throttle and a turbocharger wastegate in response to the increased intake air flow velocity to maintain torque. In this way, intake air flow velocity may be increased while maintaining desired torque.

Abstract: An engine assembly includes an engine structure and an intake assembly. The engine structure defines a first cylinder, a second cylinder, a first intake port in communication with the first cylinder, and a second intake port in communication with the second cylinder. The intake assembly includes a first throttle valve, a second throttle valve and a boost mechanism. The first throttle valve is in communication with the first and second intake ports. The second throttle valve is in communication with an air source and the first throttle valve and located in a series flow arrangement between the air source and the first throttle valve. The boost mechanism is in communication with the air source and the first throttle valve and located in a series flow arrangement between the air source and the first throttle valve.

Abstract: A method of controlling an engine includes manipulating a wastegate to maintain the operation of the turbocharger within an optimum operating range. A combustion air bypass valve is manipulated between an open position and a closed position to create a negative pressure differential across a supercharger. The supercharger is sequentially disposed in-line before the turbocharger. The negative pressure differential is converted into a torque by the supercharger and transmitted from the supercharger back to the engine to increase the operating efficiency of the engine.

Abstract: A method is provided for controlling an output torque of an automated transmission coupled to an internal combustion engine and having a transmission controller. The internal combustion engine includes an exhaust gas turbocharger and an injection air device for injecting air into an intake line. The method receives a torque requirement by the transmission controller, generates an injection air signal by the transmission controller based on the torque requirement and current operating parameters of the internal combustion engine and the automated transmission, and controls the output torque by activating the injection air device based on the injection air signal for injecting air into the intake line of the internal combustion engine for a duration to be determined. A corresponding device is provided for carrying out the method.

Abstract: A method for controlling charge flow in an internal combustion engine includes operating an engine having a VGT. The method includes determining a target and current charge flow and EGR flow. The method further includes determining an error term for the charge flow and the EGR flow, and determining an exhaust pressure feedback command in response to the error terms. The exhaust pressure feedback command is combined with an exhaust pressure feedforward command, and the VGT is controlled in response to the exhaust pressure feedback command. The method additionally includes determining the exhaust pressure feedback command in response to a current EGR valve position. The method further includes controlling an EGR flow rate with the EGR valve at relatively closed EGR valve positions, and controlling the EGR flow rate with exhaust pressure at relatively open EGR valve positions.

Abstract: A twin turbo assembly is provided for an automotive vehicle that includes a first and second air intake for, a first and second turbo charger that includes, but is not limited to a first and second compressor connected to the first air intake, a first and second intake duct connecting the first turbo charger to a combustion engine. A first and second bypass valve is provided to connect the first and second air intake, respectively to the first and second intake duct bypassing the first and second compressor. Overpressure inside the intake ducts can be discharged to a volume between the air filter and the respective compressor. The released pressure prevents or at least reduces the risk that compressed air inside the intake ducts may flow against the first compressor and the second compressor, so that the noise emission associated with this backflow is reduced or even prevented.

Abstract: Various methods and systems are provided for controlling a hydraulically actuated engine valve. In one example, a system includes a hydraulically actuated engine valve and an engine having a first hydraulic system. The system further includes a second hydraulic system, which is separate from the first hydraulic system, and where the second hydraulic system provides fluid pressure to actuate the valve.

Abstract: A method is provided for regulating a charge air pressure of an engine having an exhaust gas supercharger, a fresh gas supply device, an air system having an air treatment system and a compressor chargeable by the supercharger, and an engine controller. The method detects an engine torque requirement; determines a current charge air pressure and a current pressure of the air system; compares the current charge air pressure to a target charge air pressure corresponding to the torque requirement, compares the current air system pressure to a target operating air system pressure, and regulates the charge air pressure by suppressing supply of compressed air from the supercharger to the compressor when the current charge air pressure is less than the corresponding target charge air pressure and the current pressure of the air system is greater than or equal to the target operating pressure of the air system.

Abstract: An engine system and method for operating an engine including a central throttle and a port throttle is disclosed. In one example, the central throttle and port throttle are adjusted to improve air flow distribution to engine cylinders. The system and method may be particularly beneficial for turbocharged engines.

Abstract: There is provided a control device for an internal combustion engine capable of suppressing trouble such that the gas having an EGR ratio higher than necessary is sucked with the opening of an intake air bypass passage. A supercharger having a compressor is provided in an intake air passage of an internal combustion engine. An EGR passage and an EGR valve are provided. The intake air bypass passage connects the upstream side of the compressor in the intake air passage to the downstream side of the compressor in the intake air passage. The intake air bypass passage is provided with an air bypass valve (ABV). The EGR valve is closed simultaneously with the operation of the ABV.

Abstract: Methods and systems are provided for reducing turbo lag in a boosted engine. A boost reservoir coupled to the engine may be charged with compressed intake air and/or combusted exhaust gas. The pressurized charge may then be discharged during a tip-in to either the intake or the exhaust manifold.

Abstract: An inlet duct, an induction system, and a system are disclosed for directing an inlet flow into an inlet compressor for use in an internal combustion engine. An example inlet duct may include one or more relief features disposed on an inner surface of the inlet duct. The one or more relief features may be made integral with the inlet duct. The one or more relief features may be disposed to protrude into the inlet flow to cause the inlet flow to swirl before reaching the inlet compressor.

Abstract: A first stage turbocharger configured to receive an ambient intake air stream. A compressor of the first stage turbocharger coupled to a first intercooler. The first intercooler coupled to a turboexpander stage. The turbine of the turboexpander discharging an expanded air stream to an intake manifold of an engine. The expanded airstream having a temperature of less than the ambient intake air stream, thereby reducing enabling operation of the engine under high load conditions while maintaining reduced emissions.

Abstract: Various methods and systems for operating an internal combustion engine are provided. In one embodiment, an example method for operating an internal combustion engine includes, under a first condition, charging a compressed air storage vessel via a compressor. The method further includes, under a second condition, directly injecting compressed air from the storage vessel to a cylinder of the engine to enhance fuel combustion.

Abstract: The invention relates to a method for supplying a compressor in an internal combustion engine with compressed air. The method has the following steps: determination of operating parameters of the internal combustion engine to identify operating states of the internal combustion engine; production of compressed air by the internal combustion engine using the determined operating parameter in an operating state without combustion and backing up of the compressed air using a throttle; and removal of the produced compressed air to supply the compressor. The invention also relates to a corresponding device.

Abstract: An internal combustion engine drivably connected to a variable displacement and variable internal compression ratio supercharger that supplies varying amounts of air to the engine air intake manifold that can range selectively from below through above atmospheric pressures responsive to the power requirements of the engine. The supercharger has a pair of rotors concurrently driven by the engine to move air to the engine. A slide assembly associated with screw rotors is movable with a controller relative to the rotors to bypass air to atmosphere and regulate the amount of air and pressure of the air above atmospheric pressure compressed by the screw rotors to the engine to increase the engine's efficiency. When operating at part-load unboosted, a throttle valve is operable to control the air mass flowing to the air intake manifold below atmospheric pressure to control the power of the engine.

Abstract: A variable boost pressure control system for turbocharged internal engine systems comprising an adjustable charge air vent valve connectable with the charge air input to an internal combustion engine to provide selection and adjustment of the charge air pressure to the internal combustion engine, either at the site of the charge air vent valve or at a location remote from the charge air vent valve and to provide, if desirable, a flow of cool charge air to a turbocharger cooling jacket.

Abstract: A method for providing air to a combustion chamber of an engine, the engine including a compressor and a boost tank selectably coupled to an intake manifold. The method includes varying a relative amount of engine exhaust in air pressurized in the boost tank based on engine operating conditions, and discharging the air pressurized in the boost tank to the intake manifold.

Abstract: A method for providing air to a combustion chamber of an engine, the engine including a compressor and a boost tank selectably coupled to an intake manifold. The method includes varying a relative amount of engine exhaust in air pressurized in the boost tank based on engine operating conditions, and discharging the air pressurized in the boost tank to the intake manifold.

Abstract: A method for operating a turbocharged engine is disclosed. In one example, during a first condition an engine operation is adjusted in response to a turbocharger expansion ratio exceeding a first limit and during a second condition an engine operation is adjusted in response to the turbocharger expansion ratio exceeding a second limit that differs from the first limit. Degradation of the engine may be reduced under some engine operating conditions by adjusting engine operation in response to the turbocharger expansion ratio.

Abstract: An apparatus for determining an abnormality of a control valve is applied to an internal combustion engine having a first supercharger, a second supercharger, a first control valve, and a second control valve. The apparatus includes an electronic control unit to obtain two supercharging-pressure-corresponding-values before and after an opening degree of the first control valve is changed during a period in which the engine is operated in a specific operating state under which the first supercharger supercharges the engine more efficiently than the second supercharger, and to determine whether or not the second control valve is abnormal based on the two values with respect to the change of the opening degree of the first control valve.

Abstract: The invention relates to a method for operating an internal combustion engine (1) with two-stage turbocharging by a low-pressure exhaust gas turbine (6) and a high-pressure exhaust gas turbine (7), the low-pressure exhaust gas turbine (6) being positioned downstream of the high-pressure exhaust gas turbine (7) in the exhaust system (3) of the internal combustion engine (1), and the high-pressure exhaust gas turbine (7) being provided with a bypass line (11) with a control valve (12).

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 hybrid system control apparatus is provided in which an intercooler is disposed upstream of the motor cooling radiator in a flow path of the ambient air flowing in an engine compartment, and/or is disposed such that at least a portion of the intercooler and a portion of the motor cooling radiator contact each other. The hybrid system control apparatus includes a warm-up portion that increases temperature of the boost air by controlling a load of the engine in cold start of a hybrid system such that the boost pressure from the forced air induction device is equal to or higher than a target boost pressure.

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

Abstract: 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: The invention relates to a method for producing compressed air and for injecting the same in an internal combustion engine, in particular a diesel motor, comprising an exhaust turbocharger. The method has the following steps: determination of operating parameters of the internal combustion engine to identify operating states of the internal combustion engine; production of compressed air by the internal combustion engine using the determined operating parameter in an operating state without combustion and storage of the produced compressed air; and injection of the stored compressed air into the combustion engine using the determined operating parameter in an operating state with combustion of the internal combustion engine in order to increase the pressure in an induction cycle. The invention also relates to a corresponding device.

Abstract: Disclosed is a supercharged direct-injection engine, which comprises a supercharging device (25, 30) for compressing intake air, and an injector 10 for directly injecting fuel into a combustion chamber 5. In the engine, an excess air factor ? as a ratio of an actual air-fuel ratio to a stoichiometric air-fuel ratio, at least in an engine warmed-up mode, is set to 2 or more in the entire engine-load region. Further, compressed self-ignited combustion is performed in a low engine-load region, and a supercharging amount by the supercharging device (25, 30) is increased along with an increase in engine load in a high engine-load region to allow the excess air factor ? to be kept at 2 or more. The engine of the present invention can effectively reduce NOx emission, while improving fuel economy.

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 process and electromechanical system for conditioning the incoming air or air/fuel charge for an internal combustion engine to result in an optimally prepared charge in terms of temperature of the charge and fuel dispersion in the charge. The process includes compressing intake air, bifurcating the compressed intake air stream to provide for heating one branch of the stream while not further purposely heating the other. The process further includes controlling the proportion between the bifurcated stream portions to provide for a desired set point temperature of the combined stream. The process includes selection of the set point temperature such that the temperature of the air is in the vicinity of the fuel self ignition temperature at the end of the compression stroke. Primary components include one or more of an air compressor, heat exchanger, bypass duct, proportioning valve, airflow director, and attendant control system including sensors, processor, and actuator(s).

Abstract: A system for a sequential turbocharger includes a loop control module, a set-point module, and a loop operation module. The loop control module generates a loop control mode signal based on an engine speed signal and an engine load signal. The loop control mode signal indicates one of a single-loop control mode and a dual-loop control mode. The set-point selection module determines at least one of a boost pressure set-point value and an exhaust pressure set-point value based on the loop control mode signal, the engine speed signal, and an engine torque signal. The loop operation module operates at least one of a variable geometry turbine and a bypass valve of the sequential turbocharger during the single-loop control mode based on the boost pressure set-point value, and during the dual-loop control mode based on the boost pressure set-point value and the exhaust pressure set-point value.

Abstract: A method for correcting a total cylinder air flow during scavenging by way of an oxygen sensor is disclosed. Additionally, cylinder trapped air amount and cylinder scavenging air amount are adjusted based on the corrected total cylinder air flow. The approach may reduce sensitivity between cylinder air flow estimates and fuel supplied for combustion.

Abstract: A method of operating a turbocharged engine having cylinders in which one of the cylinders undergoes a compression stroke. The method includes advancing an ignition spark in the one of the cylinders undergoing the compression stroke by a first amount relative to top dead center of the compression stroke at a first barometric pressure for a given engine speed and load, and advancing the ignition spark in the one of the cylinders undergoing the compression stroke by a second, lesser amount relative to top dead center of the compression stroke at a second, lower barometric pressure, for the given engine speed and load as the vehicle being at different altitudes.

Abstract: A device for controlling the exhaust-gas turbocharging of an internal combustion engine having an exhaust-gas turbocharging device, has an estimated value unit for determining a mass flow through a turbine system, a regulating unit for determining a regulating exhaust-gas back pressure as a function of a nominal charge pressure and an actual charge pressure, and also a unit for generating at least one actuating signal for at least one actuator of the turbine system as a function of the regulating exhaust-gas back pressure and of the mass flow through the turbine system, wherein the estimated value unit has a turbine system model for determining an estimated overall efficiency of the turbine system and a model for determining an estimated overall efficiency of a compressor system having at least two compressors, and wherein the regulating unit is set up to determine the regulating exhaust-gas back pressure using the estimated overall efficiencies

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 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 pulsation absorption system for a turbocharged engine is provided herein. The pulsation absorption system includes a pulsation absorption device coupled to an air passage at a position between a compressor and a turbine, wherein the pulsation absorption device is configured to selectively increase a volume of the air passage. In this way, it is possible to reduce surge while limiting increase in turbo lag.

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: 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: An internal combustion engine is disclosed, comprising at least one first compression device and at least one second compression device which is connected in series relative to the first compression device. At least one bypass pipe bypasses at least one compression device. At least one controllable valve is arranged in the at least one bypass pipe such that the amount of fluid which can be recirculated around the compression device can be controlled.

Abstract: There is disclosed a waste heat recovery device including a turbine 1 driven by an exhaust gas and a compressor 8 which compresses a gas, comprising: a generator 2 which generates electric power by rotation of the turbine 1; an electric motor 7 which rotationally drives the compressor 8; and a control device 17 which drives the electric motor 7 by using the electric power generated by the generator 2 as a power source.

Abstract: A divert air valve for an internal combustion engine arranged in a bypass channel between a pressure side and a suction side of a supercharging device includes a housing. A bypass valve comprises a first valve closure body. A control pressure chamber is connected with the pressure side through a compensation opening. A solenoid valve comprises a coil body, a magnetic yoke arrangement, an armature, and a second valve closure body which comprises a second spring element and cooperates with the armature. When the solenoid valve is energized and the bypass valve open, a fluidic communication can be established between the pressure side and the suction side or the atmosphere through the control pressure chamber. An overall cross section of the at least one control opening is larger than a cross section of the compensation opening. A closing of the fluidic communication causes a resultant force in a closing direction.

Abstract: A method for providing air to a combustion chamber of an engine, the engine including an intake manifold selectably coupled to a boost tank. The method comprises pressurizing and storing air in the boost tank, discharging some of the air stored in the boost tank to the intake manifold, and releasing condensate from the boost tank.

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: A method for operating an internal combustion engine, having an exhaust gas turbocharger, during a load change of the internal combustion engine, includes initiation of a closing process of a throttle valve of the internal combustion engine, disposed in an induction tract or intake section of the internal combustion engine, as a function of an air pressure which is present upstream of the throttle valve, in such a way that the air pressure always falls short of a surge limit or pumping limit of a compressor, disposed in the induction tract, of the exhaust gas turbocharger. A staged or stepped reduction in a torque of the internal combustion engine is performed by shutting off fuel injections at predetermined cylinders of the internal combustion engine. An internal combustion engine with an exhaust gas turbocharger is also provided.