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

Abstract: A system and method for maintaining an airflow path to a turbocharger system on a locomotive operating at high altitude and in a low ambient temperature environment, is provided and includes generating an ambient air stream flow into the turbocharger system to create a compressed air stream flow having a compressed air stream temperature, processing the compressed air stream to create an intercooler air stream having an intercooler air stream temperature, directing at least a portion of at least one of the compressed air stream and the intercooler air stream toward a controllable re-circulation device, operating the controllable re-circulation device to combine the at least a portion of at least one of the compressed air stream and the intercooler air stream with at least one of the compressed air stream flow and the ambient air stream.

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

Abstract: An intake controller installed in a diesel engine, wherein the control part of a valve controller fully opens a bypass valve in a bypass passage when it determines that the operating state of the diesel engine is suddenly decelerated from a middle and high speed and middle and high load range. Accordingly, the control part can feed an intake air from the outlet passage side of a compressor to the inlet passage side of an exhaust turbine, and can rapidly lower the rotational speed of an exhaust turbine supercharger (20) which tends to be rotated at a high speed by inertia. As a result, since the operating state not enter a surging area while an operating point is moving, surging can be securely avoided.

Abstract: An apparatus, system, and method are disclosed for predictive control of a turbocharger. The method includes interpreting a compressor performance model for a turbocharger, and interpreting at least one current operating parameter. The method further includes calculating a performance margin, calculating a performance margin derivative, and calculating a response value. The performance margin comprises a choke margin or a surge margin according to the position of an operating point in the compressor performance model. The performance margin is implemented in a first sigmoid function, and the performance margin derivative is implemented in a second sigmoid function. The response value is determined by applying a MIN function to the output of the product of the sigmoid functions in the choke margin case, and by applying a MAX function to the product of the sigmoid functions in the surge margin case.

Abstract: An air bypass valve failure detecting device outputs an opening command to an air bypass valve when a throttle valve suddenly closes, thereby prevent surging from occurring in a second intake passage between a turbocharger and a throttle valve. When the opening command is outputted to the air bypass valve, failure detection for the air bypass valve is permitted only if an intake air quantity of an engine immediately before a closing command is changed to the opening command is equal to or larger than a predetermined value. Thus, it is possible to prevent the failure detecting device from erroneously determining that the air bypass valve is normal although valve closing failure of the air bypass valve has occurred. This is because, when the intake air quantity is smaller than the predetermined value, surging does not occur in the second intake passage even if the valve closing failure of the airy bypass valve has occurred.

Abstract: Porous ceramic articles such as ceramic filters are provided from ceramic extrusion batches comprising mixtures of oxides and oxide precursors with a reactive binder system, the binder system comprising a cellulosic temporary binder and two or more reactive binder components such as colloidal alumina, carbohydrate pore formers, reactive high charge density polymers, and chemical cross-linkers, the reactive binder system promoting cross-linking or networking reactions in the batch that enhance the fine pore structures of the porous ceramic products.

Abstract: The invention relates to a valve having a movably arranged valve body for selectively opening and closing a valve passage, with a sealing element, for example a lip seal, being arranged on the valve body in such a way that the sealing element comes to bear against a valve seat if the valve body is moved in a closing direction, and with at least one outer peripheral section of the sealing element being resiliently movable or elastically and/or flexibly deformable substantially in the movement direction of the valve body, and with a protective collar being arranged radially outside the outer peripheral section of the sealing element, which protective collar is fixed to the valve body in order to protect the sealing element from damage and/or from excessive deformation.

Abstract: A drive device for a motor vehicle includes a multi-cylinder internal combustion engine and at least two exhaust gas turbocharger devices. At least one outlet valve is assigned to an exhaust gas turbocharger device of each cylinder of the internal combustion engine in such a manner that the exhaust gas duct assigned to this outlet valve is connected to the turbine wheel of the exhaust gas turbocharger device.

Abstract: A method of controlling exhaust gas recirculation (EGR) in a turbocharged compression-ignition engine system including an engine, an induction subsystem in upstream communication with the engine, an exhaust subsystem in downstream communication with the engine, a high pressure EGR path between the exhaust and induction subsystems upstream of a turbocharger turbine and downstream of a turbocharger compressor, and a low pressure EGR path between the exhaust and induction subsystems downstream of the turbocharger turbine and upstream of the turbocharger compressor. A target total EGR fraction for compliance with exhaust emissions criteria is determined, then a target HP/LP EGR ratio is determined to optimize other engine system criteria within the constraints of the determined target total EGR fraction.

Abstract: A low pressure EGR valve is controlled by mixing EGR gas into an intake air. Steps of the method include detecting temperature and pressure of an intake air passing through an air cleaner, detecting temperature and pressure of the intake air at a downstream side of an intercooler, detecting temperature and pressure of an EGR gas at an upstream side of an EGR cooler, determining a control duty of the low pressure EGR valve on the basis of the detected temperature and pressure of the air passing through the air cleaner, the detected temperature and pressure at the downstream side of the intercooler, and the detected temperature and pressure at the upstream side of the EGR cooler, and controlling the low pressure EGR valve based on the determined control duty. An apparatus for executing the method is also provided.

Abstract: A system and method for controlling a compressor recirculation valve involves establishing a compressor surge flow threshold expressed in terms of a compressor corrected volume air flow rate. A torque-based engine management system computes a desired mass air flow rate in accordance with a torque request and other operating/predetermined data. The desired mass air flow rate is converted into a desired, corrected volume air flow rate, which is then compared to the compressor surge flow threshold. The controller is configured to open the valve when the desired corrected volume air flow rate is less than the compressor surge flow threshold. A hysteresis function is implemented by providing a surge flow hysteresis threshold that is offset from and greater than the initial compressor surge flow threshold. The controller is configured to close the recirculation valve when the desired corrected volume air flow rate becomes greater than the surge flow hysteresis threshold.

Abstract: Engine load for a supercharged engine is estimated by determining airflow upstream of a throttle valve that is upstream of a supercharger, subtracting a value representative of a change in air mass between the throttle valve and the supercharger based on a measured change in pressure between the throttle valve and the supercharger, and subtracting a modification value dependent upon a current engine speed and a signal representative of a pressure at the intake manifold.

Abstract: When an engine load QC is equal to or larger than a predetermined value, an acceleration-state determiner determines that a turbine is in an acceleration state, and a supercharging-pressure-control-state determiner determines that supercharging-pressure controller (a bypass valve, a wastegate, and a variable flap) of a turbocharger are in a maximum supercharging pressure control state (a closed valve state), i.e., when a delay coefficient ? of the turbocharger calculated by a delay-coefficient calculator on the basis of an actual supercharging pressure ?c and a convergent value ?c* of a supercharging pressure calculated by a convergent-value calculator indicates a value peculiar to the turbocharger, a failure of the supercharging-voltage controller is determined on the basis of the delay coefficient ?.

Abstract: An internal combustion engine incorporating a turbo-generator and one or more variably activated exhaust valves. The exhaust valves are adapted to variably release exhaust gases from a combustion cylinder during a combustion cycle to an exhaust system. The turbo-generator is adapted to receive exhaust gases from the exhaust system and rotationally harness energy therefrom to produce electrical power. A controller is adapted to command the exhaust valve to variably open in response to a desired output for the turbo-generator.

Abstract: A method is introduced for controlling a turbocharger that generates a charging pressure in an intake plenum. The charging pressure is controlled on the turbine side, and the turbocharger has a circulating-air valve that temporarily opens a flow-cross section between the intake plenum and a suction side of the turbocharger when an air mass flow flowing out of the intake plenum is reduced. Under certain operating conditions, in addition to the turbine-side control by adjusting a turbine flow cross-section, the charging pressure is reduced by opening the circulating-air valve. Furthermore, a control device is introduced that implements the process.

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

Abstract: A method for controlling engine operation, the engine having a turbocharger coupled between an intake and exhaust manifold of the engine via a turbocharger shaft, the method comprising dynamically determining turbocharger shaft speed based at least on intake and exhaust manifold conditions using a torque balance across the turbocharger; and adjusting turbocharger boosting to adjust turbocharger shaft speed in response to said dynamically determined turbocharger shaft speed.

Abstract: A method for controlling fueling of an internal combustion engine is provided. The engine may include an intake manifold, one or more exhaust manifolds and a turbocharger coupled between the intake and exhaust manifolds. The method may comprise estimating an operating condition of the turbocharger, determining a maximum value of an operating parameter as a function of the estimated operating condition of the turbocharger, measuring a value of the operating parameter, determining an error value as a function of the maximum value of the first operating parameter and the measured value of the operating parameter, and limiting fuel supplied to the engine based on the error value.

Abstract: In an internal combustion engine having a compressor in its induction system which has a compressor wheel rotatably mounted in an intake duct combustion air compressor, whereby the combustion air is compressed to an increased boost pressure, and an auxiliary duct which opens into the compressor intake duct, an adjustable blocking element being arranged in the compressor intake duct upstream of the compressor wheel and an adjustable swirl device being arranged in an opening region of the auxiliary duct, and an NOx storage catalytic converter being disposed in the exhaust gas system, the blocking device and the swirl device are adjustable so as to generate an air fuel ratio with an excess of fuel, and, at the same time a propulsive swirl is applied to the compressor wheel when the blocking element is moved to a position in which air supply to the compressor intake duct is restricted.

Abstract: A turbo lag reducer is a device which compresses air into the combustion chamber of an internal combustion engine (providing boost), and does so without the revolution speed restrictions of typical turbo- and super-charger devices. A turbo lag reducer device includes several portions or sections. A common impeller compressor device, an exhaust gas-driven turbine driving device, a mechanically-rotated transmission portion (operably connected to receive and transfer engine rotational movement from the engine to the impeller) and a clutch device. The turbine and the transmission device are both powered by the internal combustion engine into which the turbo lag reducer compresses air. The turbine is driven by high pressure exhaust gasses from the engine's combustion chamber, and also by a transmission device that is mechanically driven from the same engine.

Abstract: A piston (21; 104) to be mounted inside a cylindrical bore (46; 117) has a cylindrical surface (32; 114) provided with at least one axially extending deepening (31; 116) for accommodating a thermal distortion of the cylindrical bore (46; 117). Preferably, the piston is used in a piston valve as a valve control member or turbine as a variable nozzle control member.

Abstract: An internal combustion engine includes a block defining at least one combustion cylinder. An intake manifold is fluidly coupled with at least one combustion cylinder, and an exhaust manifold is also fluidly coupled with at least one combustion cylinder. An exhaust gas recirculation system is fluidly coupled between the exhaust manifold and the intake manifold. A turbocharger includes a variable geometry turbine fluidly coupled with the exhaust manifold. The variable geometry turbine is movable to a first position effecting fluid flow of exhaust gas from the exhaust manifold to the intake manifold, and movable to a second position effecting fluid flow of charge air to the variable geometry turbine.

Abstract: A boost pressure control apparatus includes a turbocharger whose turbine is rotationally driven by exhaust of an internal combustion engine, and an EGR device, wherein EGR is performed at the time of supercharge, or the EGR amount is increased at the time of supercharge in comparison with when supercharge is not performed. If the internal EGR gas amount is increased by changing opening/closure timings of intake valves and/or exhaust valves via the EGR device, the energy of exhaust can be increased, so that the rotation speed of the turbocharger can be enhanced. Therefore, the responsiveness of boost pressure rise can be enhanced. Thus, a technology of more promptly raising the boost pressure is provided.

Abstract: A diesel engine system includes a diesel engine, a throttle valve, an EGR (Exhaust Gas Recirculation) path, an EGR valve and a controller. The throttle valve controls a flow rate of intake air to the diesel engine. Exhaust gas is recirculated along the EGR path from an exhaust port to an intake port of the diesel engine. The EGR valve controls a flow rate of the exhaust gas. The controller controls the throttle valve and the EGR valve such that an opening of the throttle valve decreases and an opening of the EGR valve increases when a load of the diesel engine increases. The controller controls the EGR valve such that the opening of the EGR valve increases after the opening of the EGR valve is held constant for a first predetermined holding time.

Abstract: A device for turbocharging an internal combustion engine including a turbocompessor including a turbine driven by the engine exhaust gas and a compressor driven by the turbine and compresses the engine intake air. An air intake conduit connects the compressor output to an air intake manifold to the engine and includes a chamber for damping pulsations generated at the compressor output. The damping chamber is connected directly to the compressor output.

Abstract: An intake system for a supercharged engine can include a blow-off passage provides communication between the upstream side of the throttle valve and the upstream side of a supercharger. A blow-off valve opens and closes the blow-off passage. The blow-off valve can be configured to open and close based upon pressure on the downstream side of the throttle valve. The present intake system can further comprise a first conduit providing communication between the upstream side of the throttle valve and the blow-off valve, a second conduit providing communication between the downstream side of the throttle valve and the blow-off valve, and a solenoid valve for switching between the first and second conduits.

Abstract: An EGR control device includes an EGR control means (44) which, when a large-amount EGR is requested, continuously controls an EGR valve (26) toward a fully open condition, and then continuously controls an intake throttle valve (12) toward a fully closed condition, and in a dead region where a change in the opening of the intake throttle valve only causes a small change in EGR quantity, the control means restricts a feedback control of the EGR quantity using the intake throttle valve and performs a feedback control of the EGR quantity using the EGR valve to compensate for the restriction of the feedback control using the intake throttle valve.

Abstract: A control system for an internal combustion engine having a compressor wheel and a turbine wheel connected with the compressor wheel and rotationally driven by kinetic energy of exhaust gases from the engine, an exhaust gas flow rate changing device for changing a flow rate of exhaust gases injected to the turbine wheel, an exhaust gas recirculation passage for recirculating the exhaust gases to an intake pipe of the engine, and an exhaust gas recirculation control valve disposed in the exhaust gas recirculation passage. An exhaust pressure is detected, and a value of an intake gas parameter is obtained. A target value of the exhaust pressure and a target value of the intake pipe gas parameter are calculated. A control amount of the exhaust gas flow rate changing device and an opening control amount of the exhaust gas recirculation control valve are calculated using a model predictive control.

Abstract: A method and a device for monitoring a rotational speed of a first charger for an internal combustion engine, especially an exhaust gas turbocharger, are provided. A first exhaust value representing an exhaust gas composition of the internal combustion engine in a first exhaust section is defined, and a first speed value representing the rotational speed of the first charger is determined according to the defined first exhaust value. The first exhaust value is regulated to a predefined first reference value using a first correcting variable which is ascertained as required for regulation. The first rotational speed value is determined depending on the first correcting variable.

Abstract: The invention relates to an internal combustion engine, especially of a motor vehicle, which comprises an air path for intake air in which a mechanically driven charge unit (20), especially a compressor, which can be connected and disconnected by means of a coupling (36), an exhaust gas turbocharger (18), an intake pipe (32), connected to air inlets of a cylinder block (10) of the internal combustion engine, and a charge cooler (34) are mounted. One pressure outlet (35) of the mechanically driven charge unit (20 is directly connected to the intake pipe (32) and one pressure outlet (24) of the exhaust gas charger (18) is connected to an intake inlet (28) of the mechanically driven charge unit (20). The pressure outlet (24) of the exhaust gas charger (18) is connected to the intake inlet (28) of the mechanically driven charge unit (20) via an on-off butterfly valve (26) and upstream of said on-off butterfly valve (26) to the intake pipe (32) via a load butterfly valve (30).

Abstract: Vehicles equipped with air brake systems and compressed air systems for supporting operation of the brakes provide for automated inspection of the air compressor system using an onboard vehicle or engine management computers. During vehicle operation, the system continuously monitors tank leakage, charge time, cut-in and cut-out pressures. Based on the results of this monitoring, the system can indicate whether or not a manual inspection is necessary. If not necessary provides driver with evidence of lack of need.

Abstract: An exhaust gas turbocharger for an internal combustion engine has an exhaust gas turbine in the exhaust gas train and a compressor in the intake tract, whereby an adjustable throttle device is provided upstream from the compressor wheel, for regulating the air mass stream to be supplied. The throttle device comprises a first guide grid and a second guide grid in the inflow region to the compressor wheel. Each guide grid possesses an adjustable grid geometry.

Abstract: A valve arrangement for an internal combustion engine is disclosed. The valve arrangement may have a housing at least partially defining a venturi passageway, a first port disposed at an entrance to the venturi passageway, and a second port disposed at a throat of the venturi passageway. The valve arrangement may further have a valve element disposed within the housing to regulate the flow of fluid through the housing, and a sensor mounted to the housing in communication with the first and second ports. The valve arrangement may also have a controller mounted to the housing in communication with the sensor. The controller may be configured to affect movement of the valve element in response to input from the sensor.

Abstract: A control system for estimating the performance of a compressor is disclosed. The control system has a compressor fluidly connected to an inlet manifold of a power source. The control system also has a power source speed sensor to provide an indication of a rotational speed of the power source, an inlet pressure sensor to provide an indication of a pressure of a fluid within the inlet manifold, an inlet temperature sensor to provide an indication of a temperature of the fluid within the inlet manifold, an atmospheric pressure sensor to provide an indication of an atmospheric pressure, and a control module in communication with each of the sensors. The control module is configured to monitor an engine valve opening duration and an exhaust gas recirculation valve position, and estimate a compressor inlet pressure based on the provided indications, the monitored duration, and the monitored position.

Abstract: An apparatus and method for controlling exhaust gas recirculation flow. The apparatus and method uses a pressure-bleeding device, such as a wastegate valve, to change the pressure in an internal combustion engine in order to alter the flow rate of the exhaust gas through an exhaust gas recirculation conduit. In one form, the invention includes an inlet conduit connected to an intake manifold of an internal combustion engine and an exhaust conduit connected to exhaust manifold of an internal combustion engine. The pressure-bleeding device is operatively coupled to the intake conduit. Altering the pressure in the intake conduit changes the pressure across the entire system. This change in pressure in the entire system results in a change in pressure across the exhaust gas recirculation conduit. Therefore, a flow is created through the exhaust gas recirculation conduit and can be controlled using the intake side pressure bleeding device.

Abstract: A method of providing extra air to the exhaust stream of an internal combustion engine. A small flow of air is diverted from the output of an air-charging device, such as a turbocharger, to an entry point upstream of an emission control device. The air is supplied in a controllable fashion so as to improve the efficiency of the emission control device.

Abstract: In an arrangement for reducing exhaust emissions and utilizing the throttling energy of an internal combustion engine, a compressor and a generator are operatively connected to a turbine by which the intake air flow is controlled while transferring the throttling energy recuperated by the turbine to the compressor and the generator and, in the engine start-up phase, the compressor supplies fresh air to an engine air intake duct, the intake air flow volume being controlled by the energy withdrawn from the turbine via the compressor and the generator thus eliminating the need for a throttle valve in the fresh air intake line.

Abstract: One embodiment of the present invention includes an internal combustion engine with a turbocharger. The turbocharger includes a compressor with an outlet coupled to an intake of the engine and a turbine coupled to an exhaust manifold of the engine. A a turbocharger speed estimate is determined from engine speed and a ratio between inlet and boost pressure for the compressor. The turbocharger speed estimate is further adjusted as a function of compressor boost pressure variation with time.

Abstract: A method of determining an adjusted boost signal includes determining a steady-state boost for a turbocharger (103, 105) for an internal combustion engine (101). The steady-state boost is adjusted (509, 513) for at least one of current transient speed conditions and current transient load conditions of the internal combustion engine, yielding an adjusted boost signal. The adjusted boost signal is sent (517) to the turbocharger.

Abstract: A diagnostic system and method for testing the operation of a rotary flow device, such as a turbine or compressor of a turbocharger with a variable-geometry mechanism, such as adjustable vanes, is provided. The system includes a flow generator configured to provide a flow of gas through the device, a power source configured to adjust a position of the variable vanes or other variable-geometry mechanism of the device, and a controller configured to selectively control the adjustment of the position of the vanes. The controller and power source can be configured to actuate the variable vanes to at least one predetermined position so that an operational condition of the device can be determined according to the flow of air through the device. For example, the system can detect the operation of a valve or other adjustment device that controls the position of the vanes. Further, the system can monitor the flow of gas through the device to detect the configuration and operability of the vanes.

Abstract: An engine control system determines a desired temperature range of air flowing into an intake manifold of the engine as a function of an operating characteristic, such as the load on the engine or the operating speed of the engine. A bypass conduit is provided in parallel with a heat exchanger, wherein both the bypass conduit and the heat exchanger are connected to an outlet of a compressor to direct air from the compressor to an intake manifold along the parallel paths. By manipulating an air valve in the bypass conduit, an engine control unit can regulate the temperature at an inlet of the intake manifold. A desired temperature is selected from a matrix of stored values as a function of the load on the engine and the engine operating speed.

Abstract: A system for limiting the rotational speed of a turbocharger is disclosed. The turbocharger includes a compressor having an outlet fluidly coupled to an intake manifold of an internal combustion engine and a compressor outlet, a turbine having an inlet fluidly coupled to an exhaust manifold of the engine and an outlet. A control computer is configured to compute a maximum compressor outlet pressure value as a function of the compressor inlet pressure, the compressor inlet temperature, an operating condition other than the compressor inlet pressure or temperature and a maximum allowable turbocharger speed value, and to control a turbine swallowing capacity or efficiency control mechanism in a manner that limits compressor outlet pressure to the maximum compressor outlet pressure value to thereby limit rotational speed of the turbocharger to the maximum turbocharger speed value. The operating condition may be, for example, engine intake air flow rate or engine speed.

Abstract: A pop-off valve that, in one embodiment, provides overboost protection for an aircraft engine, is described. The pop-off valve includes a housing adapted for connection to a portion of a drive device containing a pressure medium. It also includes a pressure body movably disposed in the housing such that, in operation, a first side of the pressure body is exposed to the pressure medium while a second side is exposed to a reference force. In addition, the pop-off valve incorporates a control device adapted to receive at least one signal concerning at least one operating parameter of the drive device and, in response to the operating parameter signal, to control the reference force. As a result of movement of the pressure body within the housing, at least one first opening in the housing is exposed, permitting venting of the pressure medium.

Abstract: A system for controlling engine air/fuel ratio includes an engine, a compressor having an inlet receiving air. The compressor discharges air to the engine intake. A recirculation path is provided from the compressor discharge to the compressor inlet. A controllable valve is located along the recirculation path. A controller is programmed to control the valve to vary the air flow to the engine intake, thereby controlling the air/fuel ratio. Various applications for the compressor recirculation arrangement are possible.

Abstract: A detecting device detects boost condition of each of a plurality of superchargers. The detecting device includes at least two of a pressure ratio detecting unit, which detects the ratio of the pressure downstream each supercharger to the pressure upstream each supercharger; an air flow rate detecting unit, which detects the flow rate of air passing through each supercharger; and a rotational speed detecting unit, which detects the rotational speed of each supercharger. When it is determined that the boost condition of only part of the superchargers is within the surging area, a control unit increases the air flow rate of the supercharger, the boost condition of which is determined to be in the surging area. Therefore, the limitation of the flow rate of air supply is raised.

Abstract: A bypass conduit (23) connects an outlet passage of a compressor (21) of an exhaust gas turbocharger (20) and an inlet passage of an exhaust turbine (22), and a bypass valve (24) is provided therein. When the operating condition of a diesel engine (1) is found to be in a low-speed and high-load region, the bypass valve (24) is controlled by means of a valve controller to adjust the bypass conduit (23) so as to open it. Then, the charge air partly flows into an exhaust conduit (4) to increase the rotational speed of the exhaust turbine (22) and hence the charge air flow rate raises the output of the diesel engine (1). Additionally, as the charge air flow rate is increased, the operating condition of a compressor (21) is prevented from approaching the surging range.

Abstract: In a direction-injection engine incorporating a turbocharger, fuel combustion is improved to enhance fuel economy within the high-load range of engine torque, and furthermore to control occurrence of smoke in the range of great load within the lean-burn range. Scavenging acceleration control is conducted to scavenge the exhaust gases in the combustion chamber by using at least one of the intake pipe pressure, the combustion chamber pressure, and the exhaust pipe pressure, and the fuel is injected twice during the intake stroke and the compression stroke.

Abstract: A system and method for controlling a plurality of control-coupled charge-handling actuators for an internal combustion engine has a multivariable controller responsive to a plurality of engine parameter inputs and effective to provide a plurality of position control signals to the charge handling actuators. Coupling effects of the charge-handling actuator are effectively addressed by the present multivariable control leading to substantial improvements in engine emissions particularly during transient operating conditions.

Abstract: A supercharging air compressor for an internal combustion engine, having a compressor wheel which is rotatably mounted in a compressor inlet duct, and to which combustion air can be fed via the compressor inlet duct. A partial stream of the compressed supercharging air is branched off downstream of the compressor wheel and is fed to a temperature reducing unit. The branched-off partial stream is fed, as cooling air, to a component of the supercharging air compressor after it has flowed through the temperature reducing unit.