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

Abstract: A method of and apparatus for operating a supercharger for an automotive engine is disclosed. The supercharger has: an input shaft for coupling to an engine crankshaft, and coupled to the rotor of a first electrical machine and a first component of an epicyclic gear train; and an output shaft connected to a compressor and a second component of the epicyclic gear train; wherein the third component of the epicyclic gear train is connected to the rotor of a second electrical machine. The first electrical machine is selectively operable to supply electrical energy to the second electrical machine. The method includes the steps of: (a) calculating a required speed of the second electrical machine that would give rise to a required pressure at an outlet of the compressor; and (b) setting the speed of the second electrical machine to the calculated required speed.

Abstract: Various systems and methods are provided for routing exhaust from an engine. In one example, a system includes a high pressure turbine and a low pressure turbine. The system further includes a first passage for routing exhaust from a first subset of cylinders, bypassing the high pressure turbine, to upstream of the low pressure turbine in an exhaust passage of the engine, and a second passage for routing exhaust from a second, different, subset of cylinders to upstream of the high pressure turbine.

Abstract: An internal combustion engine includes a cylinder block defining a cylinder, a cylinder head, an intake valve, an exhaust valve, and a variable exhaust valve timing mechanism. The engine also includes a turbocharging system configured to pressurize ambient airflow for delivery to the cylinder. The turbocharging system includes a low-flow turbocharger, a high-flow turbocharger, and a flow control device for selectively directing post-combustion gas to the low-flow and high-flow turbochargers. A controller directs the post-combustion gas to the low-flow turbocharger and selects a first predetermined exhaust valve timing when the engine operates below a predetermined speed and above a predetermined load. Alternatively, the controller directs the post-combustion gas to the high-flow turbocharger and selects a second predetermined exhaust valve timing at or above the predetermined engine speed.

Abstract: An object of this invention is, with respect to a torque-demand-control type controller that subjects two kinds of actuators provided upstream and downstream in an intake passage to coordinated operations based on a requested torque for an internal combustion engine, to enable realization of a pulse-like torque change in a torque decreasing direction that is requested, for example, when performing an upshift operation in an electronically controlled automatic transmission. To achieve this object, according to a controller for an internal combustion engine of this invention, when a pulse component in a torque decreasing direction is included in a requested torque, a second requested torque that does not include the pulse component is generated. In this case, a first actuator provided on the downstream side in the intake passage is operated based on the requested torque.

Abstract: The invention relates to a suction housing (1) for an internal combustion engine, especially for arranging between a first (2) and a second (3) compressor of an internal combustion engine, characterized in that the suction housing (1) comprises an inner space (8) defined by a bottom element (9), a first (10) and a second (11) opposing lateral wall elements projecting from the bottom element (9), and a first (12) and a second (13) opposing front wall elements projecting from the bottom element. An open end (14) having an inlet (14a) via which charge air can enter the inner space (8) of the suction housing (1) is formed opposite the bottom element (9), and a web element (17) projecting from the bottom element (9) and arranged between the first (10) and the second (11) lateral wall elements is located in the inner chamber, said web element interconnecting the first (12) and the second (13) front wall elements.

Abstract: Internal combustion engine system includes an electric supercharger which supercharges sucked air; a throttle valve which adjusts the flow amount of intake air of supercharged air into a cylinder; an EGR path in which a part of exhaust gas exhausted from the exhaust manifold side is recirculated to the intake manifold side; an EGR valve which adjusts the amount of exhaust gas passing through the EGR path; and an internal combustion engine control unit which controls the throttle valve, the EGR valve, and the electric supercharger. This enables to satisfy both performance of the supercharger and fuel consumption of the internal combustion engine without complicating the structure of EGR.

Abstract: Various methods for estimating electric actuator temperature during certain operational windows are provided. In one example, a method comprises adjusting an electric motor to position a wastegate at a desired wastegate position, while during selected conditions, deviating from the desired position by at least one full half-turn of the motor and indicating motor temperature based on winding resistance averaged over the full half-turn.

Abstract: A control system for a vehicle includes a target boost module and a turbocharger control module. The target boost module determines a target boost for first and second turbochargers based on an engine torque request. Based on a temperature of a compressor of the second turbocharger, the turbocharger control module: selectively opens a first bypass valve that regulates exhaust bypassing a first turbine of the first turbocharger; and selectively closes a cutoff valve that regulates exhaust flow through both a second turbine of the second turbocharger and a second bypass valve. The second bypass valve regulates exhaust bypassing the second turbine of the second turbocharger.

Abstract: A method for operating a turbocharger arrangement of an internal combustion engine, the turbocharger arrangement comprising a low-pressure and a high-pressure turbocharging stage arranged sequentially, the low-pressure turbo-charging stage comprising a low-pressure turbine with a sensorless low-pressure turbine bypass valve, is provided. The method comprises evaluating at least one sensor signal of the turbocharger arrangement for detecting a failure mode of the sensorless low-pressure turbine bypass valve. In this way, the low-pressure turbine bypass valve may be monitored for degradation without utilizing a position sensor.

Abstract: A system for controlling an engine having a first turbocharger, a second turbocharger and a cutoff valve that regulates exhaust flow through a turbine of the second turbocharger, the system comprising: a speed determination module that determines a current speed of the first turbocharger, determines a current speed of the second turbocharger, and determines a target speed of the second turbocharger based on the current speed of the first turbocharger; and a boost control module that compares the target speed of the second turbocharger with the current speed of the second turbocharger, and that selectively adjusts a position of a cutoff valve to adjust the current speed of the second turbocharger based on the comparison.

Abstract: A turbocharger system includes: an engine including a first cylinder head constituting a first bank and a second cylinder head constituting a second bank; a center turbocharger formed between the first bank and the second bank, and connected to exhaust and intake manifolds of the first and second banks; a first turbocharger connected to the other exhaust and intake manifolds of the first bank; and a second turbocharger connected to the other exhaust and intake manifolds of the second bank.

Abstract: A supercharger for an internal combustion engine including a turbocompressor having at least one compressor impeller and a suction side and a pressure side, a flywheel mass for storing drive energy, an auxiliary motor for driving the compressor impeller and the flywheel mass, and a first shut-off element which is arranged on the suction side of the turbocompressor, the region between the first shut-off element and the compressor impeller of the turbocompressor forming a suction-side compressor air space, and the turbocompressor being designed in such a way that, after the first shut-off element is closed, the suction side compressor air space can be substantially evacuated.

Abstract: A cooling assembly having multiple coolers is disclosed. The cooling assembly may include a housing at least partially defining a first chamber and a second chamber adjacent to the first chamber and substantially isolated from the first chamber. The housing may also at least partially define first and second inlets configured to direct air into the first chamber in parallel, and first and second outlets configured to direct air out of the second chamber in parallel. The cooling assembly may also include a first cooler disposed in the first chamber, and a second cooler disposed in the second chamber.

Abstract: A multistage turbocharging system (1) in which the thickness of at least either one of a valve body (51a) that opens and closes a bypass flow passage opening and a washer (51b) that fixes the valve body (51a) to a mounting portion (52) is greater than the minimum width of a flow passage from a valve assembly (51) to a turbine impeller (2d) of the first turbocharger (2).

Abstract: A brake vacuum pressure forming device for a motor vehicle may include a vacuum chamber supplying a vacuum pressure boosting a break operating force, an electric supercharger connected to the vacuum chamber to supply vacuum pressure thereto, a first vacuum pressure supply path connecting the electric supercharger and the vacuum chamber, and a vacuum pressure control valve mounted on the first vacuum pressure supply path and opening and closing the first vacuum pressure supply path.

Abstract: A carrier housing for a turbocharger arrangement to be fastened at an internal combustion engine includes first, second and third fastening flanges for fastening to turbines of a respective one of a high-pressure turbocharger, a first low-pressure turbocharger, and a second low-pressure turbocharger. The carrier housing is configured such that exhaust can be guided to the turbines of the high-pressure turbocharger, the first low-pressure turbocharger and the second low-pressure turbocharger via a respective one of the first, second and third fastening flanges. The carrier housing includes at least one connection flange by which the fastening flanges are directly in a fluid-guiding connection, with the connection flange being further connected to an exhaust guidance such that exhaust flows from the internal combustion engine through the first and second connection flanges and directly to the carrier housing.

Abstract: A method for operating a turbocharger arrangement of an internal combustion engine, the turbocharger arrangement comprising a low-pressure and a high-pressure turbocharging stage arranged sequentially, the high-pressure turbocharging stage comprising a high-pressure compressor with a sensorless compressor bypass valve, comprises evaluating at least one sensor signal of the turbocharger arrangement for detecting a failure mode of the compressor bypass valve.

Abstract: The invention relates to a V engine, especially a diesel engine, comprising a first cylinder bank and a second cylinder bank, said V engine being designed for two-stage charging by means of a low-pressure exhaust gas turbocharger and a high-pressure exhaust gas turbocharger. The invention is characterized in that the low-pressure exhaust gas turbocharger and the high-pressure exhaust gas turbocharger are respectively arranged on the front of a cylinder bank above a main output element of the V engine.

Abstract: An exhaust system is disclosed for use with an engine. The exhaust system may have a first exhaust manifold associated with a first plurality of engine cylinders, and a second exhaust manifold associated with a second plurality of engine cylinders. The exhaust system may also have a first exhaust gas recirculation passage extending from the first exhaust manifold to the first plurality of engine cylinders, and a second exhaust gas recirculation passage extending from the first exhaust manifold to the second plurality of engine cylinders. The exhaust system may additionally have a first cooler located in fluid communication with the first exhaust gas recirculation passage, and a second cooler located in fluid communication with the second exhaust gas recirculation passage.

Abstract: An internal combustion engine includes an engine defining a plurality of cylinders including full-time active cylinders and cylinders capable of being deactivated. A turbocharger system having a high pressure turbocharger in communication with the exhaust passages from the full-time active cylinders and a low pressure turbocharger in communication with the exhaust passages from the cylinders capable of being deactivated. A control valve is provided in communication with the exhaust passages from the full-time active cylinders and being operable in an open position to allow exhaust gases from the full-time active cylinders to pass through the second turbocharger along with the exhaust gasses from the cylinders capable of being deactivated, and being operable in a closed position to direct exhaust gases from the full-time active cylinders to pass through the first turbocharger.

Abstract: A turbocharger system is provided. The turbocharger system may include a first turbocharger including a first turbine in fluidic communication with a first cylinder, a second turbocharger including a second turbine in fluidic communication with a second cylinder, and a shared bypass conduit having a wastegate coupled thereto, the shared bypass conduit is in fluidic communication with an inlet of the first turbine and an inlet of the second turbine.

Abstract: Various methods and systems are provided for regulating air flow through a two-stage turbocharger. In one embodiment, a method for an engine comprises, in response to a transient engine operating event, adjusting a provided amount of exhaust gas recirculation provided to an intake of the engine based on at least one of desired intake oxygen, one or more turbocharger conditions of a turbocharger, or a magnitude of the transient engine operating event.

Abstract: The present invention relates to a multi-stage turbocharger arrangement (1), having a high-pressure turbocharger (20) which has a turbine housing (26A), a bearing housing (27A), a compressor housing (28A); and having a low-pressure turbocharger (21) which has a turbine housing (26B), a bearing housing (27B), a compressor housing (28B); wherein the turbine housings (26A, 26B) are provided with an integrated inner shell (23) for conducting exhaust gas.

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: An internal combustion engine defines a plurality of cylinders including full-time active cylinders and cylinders capable of being deactivated. A turbocharger having a twin scroll turbine includes a first turbine scroll in communication with the exhaust passages from the full-time active cylinders and a second turbine scroll in communication with the exhaust passages from the cylinders capable of being deactivated. A scroll control valve is provided in communication with the exhaust passages from the cylinders capable of being deactivated and being operable in an open position to allow exhaust gases from the cylinders capable of being deactivated to pass through the second turbine scroll, and being operable in a closed position to direct exhaust gases from the plurality of second cylinders capable of being deactivated to pass through the first turbine scroll.

Abstract: A turbocharger system includes: a high-pressure stage turbocharger including a high-pressure stage turbine disposed on an exhaust passage and driven by exhaust, and a high-pressure stage compressor disposed on an intake passage and driven by a rotational torque of the high-pressure stage turbine; and a low-pressure stage turbocharger including a low-pressure stage turbine disposed on the exhaust passage of a more downstream side than the high-pressure stage turbine and driven by exhaust, and a low-pressure stage compressor disposed on the intake passage of a more upstream side than the high-pressure stage compressor and driven by a rotational torque of the low-pressure stage turbine, wherein the high-pressure stage turbocharger includes an electric motor that assists a drive force of the high-pressure stage compressor.

Abstract: A first supercharger and a second supercharger are disposed in series in intake and exhaust passages. In a B region in which both the supercharging effects of the first and second superchargers are utilized, the opening of an exhaust control valve disposed in a passage for bypassing the turbine of the first supercharger is set to an intermediate degree, and the opening of an intake control valve disposed in a passage for bypassing the compressor of the first supercharger is set to the minimum. In a C region in which the supercharging effect of only the second supercharger is utilized, both the openings of the exhaust control valve and the intake control valve are set to the maximum. When the control region shifts from B region to C region as result of acceleration of the vehicle, the fuel injection amount is reduced over a predetermined period immediately after the shift.

Abstract: A turbocharger system may include an air storage tank provided in a vehicle so as to supply compressed air to an intake manifold of the vehicle provided with a turbocharger, a compressor connected to the air storage tank to supply compressed air to the air storage tank, and a compressed air guidance device connected to the air storage tank and provided in the intake manifold to guide mixing of the compressed air of the air storage tank with introduced atmospheric air.

Abstract: A method for supplying vacuum in an engine is disclosed. The method includes controlling a throttle valve positioned upstream of a supercharger arranged in series with and upstream of a turbocharger to draw a fluid from a vacuum line positioned intermediate the throttle valve and a supercharger inlet.

Abstract: A charge air system for a combustion engine and an operation method are provided. The charge air system includes a first turbocharger stage for intake of combustion air supplied to the engine from a first pressure to a second pressure, a second turbocharger stage for compression of the compressed air to a third pressure, a first heat exchanger being arranged between the first and the second turbocharger stage for cooling the compressed air, a first intake air bypass for modulating the flow of the air through the first heat exchanger and/or a first mass flow control unit for controlling the flow of a cooling medium supplied to the first heat exchanger.

Abstract: An air charge system for an internal combustion engine may include a charge path having a charge inlet configured to receive air, and a charge outlet configured to convey air to an intake of the internal combustion engine; a first compressor in the charge path, the first compressor being driven by a motor and configured to receive the air from the charge inlet and increase temperature, pressure and volumetric flow rate of the air in the charge path; a first valve in the charge path downstream of the first compressor configured to divert at least a portion of the air leaving the first compressor from exiting the charge path through the charge outlet; and a controller configured to modulate at least one of the first valve and a speed of the motor to adjust a volumetric flow rate of air leaving the charge outlet.

Abstract: A turbocharged internal combustion engine system includes at least one high pressure turbocharger system and at least one low pressure turbocharger system. An air-to-air intercooler is connected between the low pressure compressor of the low pressure turbocharger system and the high pressure compressor of the high pressure turbocharger system. An air-to-water aftercooler is connected to the intake system between the high pressure compressors and the intakes of the cylinders of the internal combustion engine.

Abstract: A turbocharger system comprises a first relatively small turbocharger and a second relatively large turbocharger connected in series and an exhaust gas flow control valve. The exhaust control valve has an inlet port communicating with the exhaust gas flow upstream of the first turbine a first outlet port communicating with the exhaust flow downstream of said first turbine but upstream of said second turbine, and a second outlet port communicating with the exhaust flow downstream of said second turbine. The valve is operable to selectively permit or block flow through the first and second outlet ports.

Abstract: An internal combustion engine has first and second non-deactivatable cylinder banks. Each cylinder bank is assigned exhaust lines which extend from exhaust manifolds. First and second exhaust-gas turbocharger in the exhaust line are assigned to the first and second cylinders, respectively. A first catalytic converter in the first exhaust line contains the first exhaust-gas turbocharger, and is arranged downstream of the first exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the first cylinder bank. A second catalytic converter in the second exhaust line contains the second exhaust-gas turbocharger, and is arranged downstream of the second exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the second cylinder bank. A flow transfer line is arranged between the first and the second exhaust line, and a first control element, by an exhaust-gas mass flow passing through the flow transfer line can be regulated.

Abstract: An internal combustion engine has at least one cylinder group including a plurality of cylinders and at least one exhaust turbocharger, each cylinder including a plurality of outlet valves for exhaust gas, each outlet valve being assigned an outlet duct which opens into an exhaust manifold and via which the respective exhaust gas, after flowing through the respective outlet valve and outlet duct, can be guided in the direction of an exhaust turbocharger, and first outlet ducts of the cylinders being contoured in the manner of nozzles, and second outlet ducts of the cylinders being contoured in the manner of diffusers.

Abstract: A two-stage turbocharger system for an internal combustion engine is disclosed. The turbocharger system includes a high pressure turbine coupled to an exhaust manifold of the internal combustion engine, and a low pressure turbine having an inlet coupled to the high pressure turbine and an outlet coupled to an exhaust system of the engine. The turbocharger further includes a low pressure compressor having an inlet coupled to environment and an outlet coupled to a high pressure compressor. The high pressure compressor is coupled to an intake manifold of the internal combustion engine. The high pressure turbine is provided with a high pressure by-pass line having a high pressure controlled by-pass valve. The low pressure turbine is provided with a low pressure by-pass line having a low pressure controlled by-pass valve. A controlled valve is provided between the high pressure turbine and the low pressure turbine.

Abstract: A turbocharged internal combustion engine disclosed that may comprise an engine block with a first end side opposing a second end side and a two-stage turbocharged system. The two-stage turbocharged system may comprise a low-pressure turbocharger with a first turbine and a first compressor and a high-pressure turbocharger with a second turbine and a second compressor. A turbine connection may fluidly connect the first turbine and the second turbine and a compressor connection fluidly connects the first compressor and the second compressor. The low-pressure turbocharger is mounted at the first end side of the engine block and the high-pressure turbocharger is mounted at a second end side of the engine block.

Abstract: A method is disclosed for controlling a two-stage turbocharger system having low-pressure and high-pressure turbochargers in line, sequentially, with an engine. The turbochargers include a low-pressure (LP) turbine and an LP compressor, and a high-pressure (HP) turbine and an HP compressor. The LP compressor feeds the HP compressor, which feeds the engine intake. The engine exhaust feeds the HP turbine, which feeds the LP turbine. The method determines a total boost pressure, which provides combustion reactant for the engine. The method calculates an LP compressor power from the determined total boost pressure, and an LP turbine flow from the LP compressor power. The low-pressure turbocharger operates at the calculated LP turbine flow. The method calculates an HP compressor power from the determined total boost pressure, and an HP turbine flow from the HP compressor power. The high-pressure turbocharger operates at the calculated HP turbine flow.

Abstract: Provided is a seal air supply system including: a seal air compressor 73 provided separately from an exhaust gas turbine turbocharger 27 to generate compressed air; a seal air supply passage 77 through which the compressed air is supplied to a seal air supply part 79 as seal air of the exhaust gas turbine turbocharger 27; and a surplus air inlet passage 81 bifurcating from the seal air supply passage 77 and guiding surplus air of the seal air to an outlet side of an intake gas compressor 27a of the exhaust gas turbine turbocharger.

Abstract: An internal combustion engine having an air intake section (2) which has an air intake line (3), having an exhaust section (4) which has an exhaust line (5), and having at least one exhaust-gas turbocharger (6) which has a compressor (7) in the air intake line (3) and a turbine (8) arranged in the exhaust line (5), characterized by a controllable bypass arrangement (9) which has an air supply line (10) which, as viewed in the flow direction (R) of the intake air, opens into the air intake line (3) down-stream of the compressor (7).

Abstract: A turbocharging device of an engine for a vehicle is provided. The turbocharging device includes a turbocharger for turbocharging intake air, an introduction passage connected to an introducing section of a compressor of the turbocharger, a discharge passage connected to a discharging section of the compressor of the turbocharger, a bypass passage connecting the introduction passage to the discharge passage and bypassing the compressor, and a bypass valve for opening and closing the bypass passage. A throttle part throttling a flow passage area of the introduction passage is formed in an inner circumferential surface of a part of the introduction passage, upstream of a connection part of the introduction passage with the bypass passage.

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

Abstract: An internal combustion engine includes a cylinder block defining a cylinder and a cylinder head mounted to the block. The cylinder head supplies air and fuel to the cylinder for combustion therein. The engine also includes an exhaust manifold operatively connected to the cylinder head and having a first outlet and a second outlet configured to exhaust post-combustion gasses from the cylinder. The engine also includes a turbocharging system configured to pressurize an airflow for delivery thereof to the cylinder. The turbocharging system includes a low-flow turbocharger driven by the post-combustion gasses from the first outlet to pressurize the airflow and a high-flow turbocharger driven by the post-combustion gasses from the second outlet to pressurize the airflow. The turbocharging system additionally includes a flow control device for selectively directing the post-combustion gasses to the low-flow and high-flow turbochargers. A vehicle employing such an engine is also disclosed.

Abstract: A fluid handling system for a use with an engine is provided. The fluid-handling system may have a first turbine connected to receive a portion of an exhaust flow from the engine, a first compressor driven by the first turbine to pressurize an airflow, and a heat exchanger configured to receive a remaining portion of the exhaust flow from the engine and the airflow from the first compressor. The fluid-handling system may also have a second turbine connected to receive the airflow from the heat exchanger, and a generator driven by the second turbine to generate power.

Abstract: A turbocharged internal combustion engine system includes at least one high pressure turbocharger and at least one low pressure turbocharger arranged in series. A fuel source that provides fuel for gaseous fuel induction operation of the engine is connected to inject fuel between the low pressure compressor of the low pressure turbocharger and the high pressure compressor of the high pressure turbocharger.

Abstract: An exhaust system for an engine includes a first exhaust manifold configured to receive exhaust from the engine, a second exhaust manifold configured to receive exhaust from the engine in parallel with the first exhaust manifold, and at least two turbochargers configured to receive exhaust from the first and second exhaust manifolds. The system also includes a first turbocharger valve fluidly connected to one of the at least two turbochargers. The first turbocharger valve is configured to selectively fluidly connect the one of the at least two turbochargers to the first and second exhaust manifolds. The system further includes a recirculation circuit in fluid communication with the first exhaust manifold. The recirculation circuit includes a first recirculation valve configured to regulate passage of exhaust through the recirculation circuit.

Abstract: A method for a turbocharger of a heat engine including a turbine, a compressor, and a by-pass actuator that can be used to control an air flow that does not pass through the turbine. The method includes determining a position set point of the by-pass actuator as a function of a compression ratio set point, a compression ratio measurement, a measurement of the rate of flow through the compressor, a measurement of the pressure downstream from the turbine, a measurement of the pressure downstream from the compressor, a measurement of the temperature upstream from the turbine, and a measurement of the temperature upstream from the compressor. The method can be used to control a supercharging device with a single or dual turbocharger.

Abstract: An engine system may include an electric or mechanical supercharger and an LP-EGR, basically with a turbocharger, an EGR valve, a channel control valve, and a bypass valve, which control the flow rate of external air and exhaust gas, may be integrally operated, and a operation section may be divided into a turbo-lag and low torque section, a mid-load section, and mid/high-load section such that the open amount of EGR valve, channel control valve, and bypass valve may be optimally controlled, such that it may be possible to improve availability for a low-speed/high-load section with turbo-lag reduced, using supercharger and considerably increase the ratio of fuel efficiency improvement in the low-speed/high-load section, using LP-EGR operating with supercharger.

Abstract: An exemplary turbocharger system for an internal combustion engine is provided. The turbocharger system includes a first turbine and a second turbine. The first turbine is in fluid communication with the internal combustion engine. The first turbine receives a first portion exhaust gas discharged from the internal combustion engine and provides a first turbine exhaust gas. The second turbine is in fluid communication with the first turbine via an inter-stage channel. The inter-stage channel transports the first turbine exhaust gas from the first turbine to the second turbine. The inter-stage channel is in thermal connection with an exhaust gas recirculation channel defined between an inlet and an outlet of the internal combustion engine. The first turbine exhaust gas flowing through the inter-stage channel is capable of being heated by a second portion exhaust gas discharged from the internal combustion engine and flowing through the exhaust gas recirculation channel.