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 present invention is intended to sufficiently fulfill the supercharging function at the time of either of low speed running of the engine and high speed running and realizing output improvement or fuel expense reduction. The present invention has the engine 101 having the jet mechanism for directly jetting fuel into the cylinder 101a, the first turbo supercharger 104 for supercharging the engine 101 at the time of low speed rotation, the second turbo supercharger 105 for supercharging at the time of high speed rotation, the first and second exhaust control valves 106 and 107 for selecting exhaust paths relating to the first and second turbo superchargers 104 and 105 and controlling the exhaust gas flow rate, and the controller 114 for controlling the switching operation of the exhaust control valves 106 and 107 so as to realize lamination combustion or homogeneous combustion using the first and second turbo superchargers 104 and 105 according to the operation conditions of the engine 101.

Abstract: A control for a turbocharger system in an internal combustion engine particularly useful for multiple parallel turbochargers having turbines with discrete step variable nozzles. In response to a need for adjustment the variable nozzles are adjusted sequentially, not simultaneously. Sequential adjustment of the turbines minimizes the impact of the adjustment.

Abstract: An internal combustion engine comprises a first exhaust manifold, a second exhaust manifold, a first turbocharger having a first turbine and a first compressor, and a second turbocharger having a second turbine and a second compressor. A second gas inlet port of the second turbine is connected in fluid communication with a second exhaust manifold to receive at least a portion of second combustion gases. A second gas outlet port of the second turbine and the first exhaust manifold are in fluid communication with a first gas inlet port of the first turbine. A valve is connected in fluid communication with the second exhaust manifold to receive a remainder of exhaust gases not included in the at least a portion of the second combustion gases supplied to the second turbine. The valve is connected in fluid communication with a mixer to deliver at least a portion of the remainder of exhaust gases to the mixer for mixing with compressed air in the mixer.

Abstract: An internal combustion engine, particularly suitable for a vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. Then at least one first turbine inlet has a controllable, variable intake nozzle fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet has a controllable, variable intake nozzle fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is a fixed geometry inlet fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is a fixed geometry inlet fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: A turbocharger for an internal combustion engine has a compressor operable as a single stage or multi-stage compressor. A first compressor stage includes a first compressor wheel carried by a shaft, an axially extending first inlet and a radially extending first outlet. A second compressor stage includes a second compressor wheel carried by the shaft and axially extending second inlet and a radially extending second outlet. An interstage duct fluidly connects in series the first outlet of the first compressor with the second inlet of the second compressor. The interstage duct includes a bypass opening includes in communication with an ambient environment. A valve is positioned within the interstage duct. The valve is moveable to and between a first position to close the interstage duct and a second position to close the bypass opening.

Abstract: Disclosed is an intercooler system which uses an air conditioner evaporator coil or other mechanical refrigeration device to cool air flowing therethrough prior to intake of the air by an internal combustion engine. The invention thereby reduces the temperature of the air entering the engine well beyond the temperature reduction provided by a conventional intercooler. The invention may be used to chill the air to a point cooler than ambient temperature or even down to below freezing. In some embodiments, a conventional intercooler may be used to partially cool the air before it enters the intercooler of the invention. In other embodiments, the intercooler may be used in combination with a novel engine-driven supercharger having a variable-speed drive. The engine-driven supercharger of the invention may alternatively be used independently of the disclosed intercooler.

Abstract: A turbocharged internal-combustion engine (10), with at least one high-pressure stage (20), with at least one low-pressure stage (30), which is arranged downstream of the high-pressure stage, with bypass piping (24a, 24b) having pipe switch(es) (70, 71), and which connect the exhaust side (12) of the engine with the inlet side of the low-pressure turbine (31) with sensors for detection of the operating parameters of the engine.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold and includes a controllable, variable intake nozzle. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: A low pressure fuel system for a gaseous fuel internal combustion engine in which the source of gaseous fuel is at a pressure lower than the intake manifold pressure of the internal combustion engine. The gaseous fuel is inducted into the interstage duct of a multi-compressor combustion air turbocharger associated with the internal combustion engine. The combined flow of air and gaseous fuel is further compressed in the second compressor stage of the turbocharger.

Abstract: An internal combustion engine, particularly suitable for a vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. Then at least one first turbine inlet has a controllable, variable intake nozzle fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet has a controllable, variable intake nozzle fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold and includes a controllable, variable intake nozzle. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold and includes a controllable, variable intake nozzle. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: A hydraulically powered exhaust gas recirculation system for an internal combustion engine includes a hydraulically driven turbine (71) that powers a compressor (72). The compressor (72) pressurizes a portion of the exhaust gas from an internal combustion engine (10) and supplies it to a mixer (40). Another portion of the exhaust gas drives the turbine (21) of a turbocharger (20), which in turn powers a compressor (23) that delivers intake air to the mixer (40). The mixer (40) combines the air and the recirculated exhaust gas and delivers the mixture to the intake manifold (11) of the engine (10). The hydraulically powered turbine (71) may be driven by any of a number of systems, such as the power steering system of an automobile, high pressure oil from a diesel fuel injection system or an auxiliary hydraulic system. The flow of recirculated exhaust gas may be regulated in any number of manners, such as by controlling the pressure and displacement of the hydraulic pump (82) or by a valve (50).

Abstract: A turbocharger for an internal combustion engine has a compressor operable as a single stage or multi-stage compressor. A first compressor stage includes a first compressor wheel carried by a shaft, an axially extending first inlet and a radially extending first outlet. A second compressor stage includes a second compressor wheel carried by the shaft and axially extending second inlet and a radially extending second outlet. An interstage duct fluidly connects in series the first outlet of the first compressor with the second inlet of the second compressor. The interstage duct includes a bypass opening includes in communication with an ambient environment. A valve is positioned within the interstage duct. The valve is moveable to and between a first position to close the interstage duct and a second position to close the bypass opening.

Abstract: An internal combustion engine is provided with a plurality of combustion cylinders, at least one exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with a corresponding exhaust manifold, and the first compressor outlet is fluidly coupled with the intake manifold. A second turbocharger includes a second turbine having at least one inlet and an outlet, and a second compressor having an inlet and an outlet. The at least one second turbine inlet is fluidly coupled with the first turbine outlet and with a corresponding exhaust manifold. The second compressor outlet is fluidly coupled with the first compressor inlet.

Abstract: A air supplying structure for multi-cylinder engine comprising six pieces of high-pressure stage superchargers 51, six pieces of low-pressure stage superchargers 52, two pieces of inter coolers 63 arranged between the high-pressure stage and low-pressure stage superchargers, and six pieces of after coolers 62 arranged between the high-pressure stage superchargers and cylinders, in which each high-pressure stage supercharger 51 is connected with three pieces of cylinders, each after cooler 62 is connected with each high-pressure stage supercharger 51, the two pieces of inter coolers 63 are arranged at opposite sides of the engine body 2 along the arranging direction of the cylinders, each inter cooler 63 is connected with three pieces of low-pressure stage superchargers 52, and these three pieces of the low-pressure stage superchargers 52 are connected to those three pieces of cylinders in the right bank and those six pieces of cylinders in the left bank, which cylinders are arranged near the associated inter

Abstract: A single air inlet for a pair of turbochargers has a duct portion with a circular inlet, a converging bifurcated portion having a pair of circular outlets, which are in fluid communication with inlet portions of compressor portions of the turbochargers and evenly distribute the incoming air to the compressor inlet portions, a baffle disposed in the bifurcated portion separating the outlet portions to prevent pulses generated in one compressor portion from affecting the other compressor portion and an elbow portion that registers with the circular inlet.

Abstract: A turbocharged internal-combustion engine (10), with at least one high-pressure stage (20), with at least one low-pressure stage (30), which is arranged downstream of the high-pressure stage, with bypass piping (24a, 24b) having pipe switch(es) (70, 71), and which connect the exhaust side (12) of the engine with the inlet side of the low-pressure turbine (31) with sensors for detection of the operating parameters of the engine.

Abstract: An internal combustion engine has an exhaust gas turbocharger with an exhaust gas turbine and a compressor. In addition, an air-driven turbine is provided which is torsionally connected to the compressor and to which combustion air can be supplied via an adjustable shut-off element. For operation of the exhaust gas turbocharger over a wide operating spectrum, an additional duct is provided between compressor inlet and the air inlet of the air turbine, the air supply in the additional duct being adjustable by the shut-off element. In the lower load range, in the case where the required boost pressure falls below a threshold value, the additional duct is opened by means of the shut-off element and the air supply to the compressor inlet is reduced.

Abstract: A twin-turbocharged internal combustion engine improves compression efficiency and improves response by serial arrangement of a first turbocharger and a second turbocharger. An exhaust gas recirculation (EGR) system using boost cooling reduces emissions of nitrogen oxides (NOx). The EGR system cools recirculated exhaust gas by exchanging heat with compressed, cooled combustion air in an EGR heat exchanger. The second turbocharger has a variable geometry turbine to control flow of recirculated exhaust gas.

Abstract: A turbocharger system for an internal combustion engine is provided with a plurality of turbochargers. Each turbocharger includes a rotatable shaft; a turbine having turbine wheel carried by the shaft, an inlet and a variable nozzle at the inlet; and a multi-stage compressor. The multi-stage compressor includes a first compressor wheel carried by the shaft, an axially extending first inlet associated with the first compressor wheel, a radially extending first outlet associated with the first compressor wheel, a second compressor wheel carried by the shaft, an axially extending second inlet associated with the second compressor wheel, a radially extending second outlet associated with the second compressor wheel, and a interstage duct fluidly interconnecting in series the first outlet associated with the first compressor wheel with the second inlet associated with second compressor wheel.

Abstract: An internal combustion engine includes at least one exhaust manifold and at least one intake manifold. A turbocharger includes a turbine, a first compressor and a second compressor. The turbine is connected with the exhaust manifold and has a controllable variable nozzle. The first compressor and the second compressor each are connected with and driven by the turbine. The first compressor has an inlet for receiving combustion air and an outlet. The second compressor has an inlet connected with each exhaust manifold and an outlet. A mixer interconnects the first compressor outlet and the second compressor outlet with the intake manifold. A controller is connected with and controls operation of the turbine variable nozzle, dependent upon an operating characteristic associated with the second compressor.

Abstract: A method of configuring a compressor in a turbocharger for use in an internal combustion engine is provided with the steps of: providing a multi-stage compressor including a first compressor wheel carried by a shaft, an axially extending first inlet and a radially extending first outlet associated with the first compressor wheel, a second compressor wheel carried by the shaft, an axially extending second inlet and a radially extending second outlet associated with the second compressor wheel; fluidly interconnecting in series the first outlet with the second inlet using an interstage duct; selecting a total pressure ratio to be provided by the multi-stage compressor; ascertaining a first pressure ratio provided by the first compressor wheel at an operating speed; sizing the second compressor wheel to provide a second pressure ratio, dependent upon the total pressure ratio and the first pressure ratio; determining a stress on the second compressor wheel at the operating speed; determining a temperature within

Abstract: A turbocharger system for an internal combustion engine comprises two turbochargers each having a turbine (5, 6) drivably connected to a compressor (7, 8). Temperature sensors (19, 20) are disposed to sense the temperature at the compressor outputs. The temperature are monitored to give an indication of an imbalance condition for which corrective action may be taken. The arrangement provides for reliable and inexpensive monitoring.

Abstract: The invention concerns a charged internal combustion engine with at least one stage of charging by a turbocharger.

Abstract: A turbocharger system for an internal combustion engine is provided with at least one rotatable shaft and a multi-stage compressor. The multi-stage compressor includes a first compressor wheel carried by a corresponding shaft, an axially extending first inlet associated with the first compressor wheel, a radially extending first outlet associated with the first compressor wheel, a second compressor wheel carried by a corresponding shaft, an axially extending second inlet associated with the second compressor wheel, and a radially extending second outlet associated with the second compressor wheel. An interstage duct fluidly interconnects in series the first outlet associated with the first compressor wheel with the second inlet associated with the second compressor wheel. At least one bypass duct is provided, with each bypass duct fluidly interconnecting the first outlet with the first inlet; the first outlet with an ambient environment; and/or the second outlet with the first outlet.

Abstract: An exhaust gas recirculation system for use with an internal combustion engine comprising a heat exchanger, a first turbocharger, and a generator. The first turbocharger provides compressed fresh air to an intake manifold. The heat exchanger cools the exhaust gas for recirculation into the intake manifold. The generator provides turbocharger control by imparting stored energy back into the turbocharger. Turbocharger control allows the exhaust gas recirculation system to operate more efficiently and over a wide range of operating conditions.

Abstract: Past air intake systems have failed to effectively and efficiently utilize the arrangement of structural components to increase boost at low engine speeds. The present air intake system effectively and efficiently utilizes the arrangement of structural components to increase boost at low engine speeds. The air intake system directs intake air through a turbocharger and evaluates the quantity of flow of intake air to the engine as compared to the flow of fuel. And, depending on the results of the evaluation, a directional control valve directs the flow of intake air to a supercharger or to the engine. The supercharger is driven by a motor having a variable rate of speed as compared to the engine.

Abstract: An exhaust gas recirculation system, particularly suitable for use in an internal combustion engine, is provided with a plurality of combustion cylinders, at least one exhaust manifold, and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders, and each intake manifold is coupled with a plurality of combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with a corresponding exhaust manifold. A second turbocharger includes a second turbine having at least one inlet and an outlet, and a second compressor having an inlet and an outlet. The at least one second turbine inlet is fluidly coupled with a corresponding exhaust manifold. A valve assembly includes an inlet, a first outlet and a second outlet.

Abstract: In the apparatus for controlling a coasting air recirculation valve of the turbocharger of an internal combustion engine, the coasting air recirculation valve is arranged in the coasting air recirculation line bypassing a compressor in the intake duct, and the coasting air recirculation valve is controllable by way of the intake duct pressure on the downstream side of the throttle valve. In order to ensure defined opening and closing of the coasting air recirculation valve, an additional control pressure, with which the coasting air recirculation valve can be opened independently of the intake duct pressure, can be delivered to the coasting air recirculation valve.

Abstract: A small turbocharger (8) is connected for the sealing-air supply for a turbocharger (1), which contains a shaft (2), a compressor (V1) fastened to the shaft, and a turbine wheel (T1) fastened to the shaft. The sealing-air pressure is automatically adapted to the turbine inlet pressure.

Abstract: An internal combustion engine having one or more parallel exhaust-driven turbochargers that each comprise an activatable delivery capacity adjusting unit for variable adjustment of the boost air delivery capacity with malfunction monitoring of each individual delivery capacity adjusting unit wherein, upon detection of a malfunction of a respective delivery capacity adjusting unit, a corresponding malfunction datum is emitted.

Abstract: A turbo charger system (32) for a diesel engine (1) with a simple structure, but improved in output, torque and fuel consumption rate. A high-stage turbine (3) and low-stage turbine (4) are provided in series on an exhaust gas line (2) of the engine (1). A high-stage compressor (6), which is connected to the high-stage turbine (3), and a low-stage compressor (7), which is connected to the low-stage turbine (4), are provided in series on an intake air line (5) of the engine (1). A bypass line (20) with a valve (21) is provided over the high-stage turbine (3). The bypass valve (21) is completely or substantially completely closed until the engine (1) reaches its maximum torque point (14) so as to raise a supercharging pressure. From the maximum torque point (14) to the maximum output point (15), the bypass valve (21) is gradually opened to adjust the supercharging pressure. The bypass valve is completely or substantially completely opened at the maximum output point (15) to suppress the supercharging pressure.

Abstract: A turbocharger, particularly suitable for use in an internal combustion engine, recirculates exhaust gas from the turbine to an interstage duct area between two compressor wheels of a multi-stage compressor. The turbocharger includes a rotatable shaft; a turbine including a turbine wheel carried by the shaft; and a multi-stage compressor. The multi-stage compressor includes a first compressor wheel carried by the shaft, an axially extending first inlet associated with the first compressor wheel, and a radially extending first outlet associated with the compressor wheel. A second compressor wheel carried by the shaft includes an axially extending second inlet associated with the second compressor wheel, and a radially extending second outlet associated with the second compressor wheel. An interstage duct fluidly interconnects in series the first outlet associated with the first compressor wheel and a second inlet associated with the second compressor wheel.

Abstract: A drive assembly for a vehicle with an internal-combustion engine for supplying driving energy, has an exhaust gas turbocharger which has a turbine and a compressor. The turbine is driven by exhaust gases of the internal-combustion engine, and the compressor is driven by the turbine. An air guiding system supplies fresh air to the compressor, in which the fresh air is compressed to form charge air. The air guiding system guides the charge air from the compressor to the internal-combustion engine, and the power of the internal-combustion engine is to be increased at low rotational speeds by an additional compressor which generates compressed fresh air which, as a function of the requirements, can be supplied to the air guiding system upstream of the internal-combustion engine. As the additional compressor, a compressor is used which is already present in the vehicle for other purposes.

Abstract: An internal combustion engine is provided with at least one intake manifold and a turbocharger. The turbocharger includes a rotatable shaft; a turbine having a turbine wheel carried by the shaft; and a multi-stage compressor. The multi-stage compressor includes a first compressor wheel carried by the shaft, an axially extending first inlet associated with the first compressor wheel, a radially extending first outlet associated with the first compressor wheel, a second compressor wheel carried by the shaft, an axially extending second inlet associated with the second compressor wheel, a radially extending second outlet associated with the second compressor wheel, and an interstage duct fluidly interconnecting in series the first outlet associated with the first compressor wheel with the second inlet associated with the second compressor wheel. The second outlet is fluidly coupled with the intake manifold.

Abstract: A turbocharger for an internal combustion engine is described. Compressor wheels for first and second compression stages are disposed in box-like enclosures. Turbines, connected by shafts to the compressor wheels, are disposed outside the enclosures. Inlets in the first enclosure provide fluid to the first stage compressors, which operate to pressurize the first enclosure with the fluid. Fluid flows from the first enclosure to inlets of the second stage compressors, which operate to pressurize the second enclosure with the fluid.

Abstract: A turbocharging device for an internal combustion engine has an exhaust gas manifold receiving exhaust gas from an internal combustion engine and a first charge air distributor distributing charge air to the internal combustion engine. A first set of exhaust gas turbochargers each has a turbine and a compressor, wherein the turbines of the exhaust gas turbochargers of the first set are connected in parallel to the exhaust gas manifold and the respective compressors are connected serially to the first charge air distributor. A second set of exhaust gas turbochargers with a turbine and a compressor is provided wherein the turbines of the exhaust gas turbochargers of the second set are connected in parallel to the exhaust gas manifold and the respective compressors are connected serially to the first charge air distributor.

Abstract: The performance of a compression ignition internal combustion engine is improved by optimizing excess air ratio (lambda) and/or intake air charge temperature (ACT) on a full time, full range basis. The basic procedure is to first determine the desired or optimum lambda and then to control ACT and intake manifold absolute pressure (MAP) to maintain them at the optimum values for the fuel quantity required at a particular operating point. This approach allows control of both temperature and pressure of the air entering the engine. Full range control requires that lambda and ACT be controlled both upward and downward to achieve optimal engine performance. Control of both lambda and ACT is further enhanced through the use of a supercharger with adjustable input power installed in series with a standard turbocharger compressor of the engine.

Abstract: In order to increase the operating reliability by means of simple measures in a method for operating a supercharged internal combustion engine which has two exhaust-gas turbochargers arranged in parallel, in each case only one exhaust-gas turbocharger is actively put into operation, the actual value of a characteristic quantity is measured and is compared with a predeterminable desired value, and, in the event of an inadmissible deviation of the actual value from the desired value, a change-over is made between the exhaust-gas turbochargers by means of the control signal.

Abstract: An arrangement includes a first controller which is only switched through to an actuator for a turbocharger if a fault recognition device detects no fault in the operation of the engine. A switchover is made from the first controller to a second controller, if the fault recognition device detects a critical fault. In this connection, the second controller receives a system deviation as an input signal that is different from the one received by the first controller. Thus in the event of a fault, the turbocharger can be controlled in a very flexible manner without the danger that the speed of the turbocharger is increased into its critical range.

Abstract: Past air intake systems have failed to effectively and efficiently utilize the arrangement of structural components to increase boost at low engine speeds. The present air intake system effectively and efficiently utilizes the arrangement of structural components to increase boost at low engine speeds. The air intake system directs intake air through a turbocharger and evaluates the quantity of flow of intake air to the engine as compared to the flow of fuel. And, depending on the results of the evaluation, a directional control valve directs the flow of intake air to a supercharger or to the engine. The supercharger is driven by a motor having a variable rate of speed as compared to the engine.

Abstract: Charge air systems may include a small electric motor-driven compressor for supplying charge air to four-cycle internal combustion engines, including systems with turbocharger charge air compressors in series and parallel connection. The disclosed charge air systems can provide an effective charge air flow path to the internal combustion engine and avoids air flow restrictions at high engine operating speeds.

Abstract: Past air intake systems have failed to effectively and efficiently utilize the arrangement of structural components to increase boost at low engine speeds. The present air intake system effectively and efficiently utilizes the arrangement of structural components to increase boost at low engine speeds. The air intake system directs intake air through a turbocharger and evaluates the quantity of flow of intake air to the engine as compared to the flow of fuel. And, depending on the results of the evaluation, a directional control valve directs the flow of intake air to a supercharger or to the engine. The supercharger is driven by a motor having a variable rate of speed as compared to the engine.

Abstract: A method and apparatus for regulating a supercharged internal combustion engine that has two rows of cylinders, with an exhaust turbocharger associated with each row, a control signal for adjusting at least one exhaust turbocharger is generated in a regulating unit, taking into account state parameters that describe the operating state of the engine. In order to supply the supercharged internal combustion engine uniformly with combustion air to regulate the engine, a state parameter is measured in the vicinity of the compressor of the exhaust turbocharger and a regulating parameter is formed from the state parameter according to a given control law. The control parameter is supplied as a control signal to a control member that influences the effective turbine cross section.

Abstract: A separate irregular-running determination is carried out for each cylinder bank. Each ascertained irregular-running value is compared to a lower and an upper threshold value, the upper threshold value being set in such a way that all irregular-running values below it are not caused by combustion misses. A defect is signaled in one of the exhaust trains when, for at least one of the two cylinder banks, an irregular-running value is ascertained lying between the lower and the upper threshold value, and the difference between the irregular-running values of the two cylinder banks exceeds a threshold. This method makes it possible to ascertain a defect in one of the two cylinder banks very early.

Abstract: A two-cycle internal combustion engine (10, 46, 66, 75, 86) has a motor-assisted turbocharger (13) where the motor (17, 56, 65, 77, 95) is activated by an external power source (18) to operate the turbocharger (13) to apply scavenging and charging air for starting the engine (10, 46, 66, 75, 86). When sufficient exhaust gas energy is available to allow the turbocharger (13) to provide adequate scavenging and charging air, the motor (17, 56, 65, 77, 95) is de-energized to eliminate the need for external power. Thus, the charging system acts as a supercharger during start-up and as a turbocharger during normal running. A control system (19, 57, 68, 78, 88) is connected to the driving motor (17, 56, 65, 77, 95) that receives signals (25) so that power is supplied to the motor (17, 56, 65, 77, 95) during start-up and may also be supplied during low exhaust gas energy levels to maintain a sufficient supply of scavenging and charging air.

Abstract: In a method for turbocharging an internal combustion engine multiple turbochargers are arranged in parallel for supplying turbocharged air to the cylinders of the internal combustion engine via a valve device controlling distribution of the turbocharged air to the cylinders. Each cylinder receives turbocharged air from only one turbo charger at a time and each turbo charger supplies one or more cylinders with turbocharged air. The turbochargers are activated and deactivated according to operational states of the engine. At least one cylinder is switched with the valve device from a supply of turbocharged air of one turbo charger to a supply of turbocharged air of another turbo charger when activating and deactivating the turbochargers.