Abstract: This invention concerns a turbo-charged engine with EGR comprising an EGR passage connecting an exhaust passage upstream of a turbine of a turbocharger and an intake passage downstream of a compressor to each other for returning some of exhaust gas in the exhaust passage to the intake passage, and an EGR valve provided in the EGR passage for adjusting a passage area of the EGR passage. Capacity of the turbine is set such that in a high speed and high load region of the engine operating state, if the exhaust gas is supplied to the turbine with the EGR valve closed, the turbocharger overruns beyond a maximum speed limit, and if the EGR valve is opened to return some of the exhaust gas to the intake passage, the turbocharger rotates at less speed than the maximum speed limit. EGR can be performed in the high speed and high load region of the engine operating state without reducing power output and worsening fuel consumption.

Abstract: A vehicle system controls a compression ignition internal combustion engine equipped with a supercharger system including a plurality of superchargers. The compression ignition internal combustion engine has an exhaust gas recirculation (EGR) system. The vehicle system determines a desired intake manifold supercharging state (tQac) and a desired EGR rate (Megr). The vehicle system includes control logics, each having a first input parameter and a second input parameter, for determining desired set points (Rvnt1 & Rvnt2) for the plurality of superchargers, respectively. The desired set points are used to control the plurality of superchargers, respectively. The vehicle system also includes control logic for determining the first input parameters in response to the desired intake manifold supercharging state. The vehicle system further includes control logic for determining the second input parameters in response to the desired EGR rate.

Abstract: A supercharger arrangement for an engine assembly 10 is disclosed, the arrangement including first and second superchargers 22A, 22B that are mounted on the engine assembly by means of separate first and second mounting members 46, 48 respectively. Each mounting member defines an integrated supercharger lubrication conduit 62A, 62B, 64A, 64B and the present invention is characterized in that the superchargers 22A, 22B are of substantially identical construction and are separable from the first and second mounting members 46, 48. The integrated lubrication conduits 62A, 62B, 64A, 64B are routed through their respective said mounting members in such a manner as to enable the first and second superchargers to be mounted on the engine assembly 10 in substantially mirror image orientations thereabout.

Abstract: A control apparatus for an internal combustion engine has a supercharger connected to an intake passage of the internal combustion engine and driven by a motor, a bypass passage which is provided for the intake passage in such a manner as to bypass the supercharger, flow amount adjustment device which arbitrarily adjusts a flow amount of air flowing through the bypass passage, and controller which controls the motor and the flow amount adjustment device. The flow amount adjustment device is electrically driven. The controller stops the supercharger from performing supercharging after driving the flow amount adjustment device and starting suction of air via the bypass passage.

Abstract: A charged internal combustion engine (1) having at least one stage of charging by a turbocharger (3), in which at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, and in which the supplemental compressor (4) has a drive independent from the working medium cycle of the internal combustion engine.

Abstract: A control apparatus for an internal combustion engine in accordance with the invention includes a supercharger, a bypass passage, a flow amount adjustment device, an operational state detection portion, and a driving time determination portion. The supercharger is connected to an intake passage of an internal combustion engine and is driven by a motor. The bypass passage is provided for the intake passage in such a manner as to bypass the supercharger. By being driven electrically, the flow amount adjustment device can arbitrarily adjust a flow amount of air flowing through the bypass passage. The operational state detection portion detects an operational state of the internal combustion engine. The driving time determination portion determines a time at which the flow rate adjustment device is driven based on a result of detection performed by the operational state detection portion.

Abstract: Combustion air for use in an engine is normally compressed by a compressor which adds heat during the process of increasing the density of the combustion air. To decrease the heat content of the combustion air, an aftercooler is used. When compressing combustion air to a higher density, the combustion air is compressed by a first compressor section to a first preestablished pressure and temperature and by a second compressor section to a second preestablished pressure and temperature. To decrease the heat content of the highly compressed dense combustion air, a first aftercooler having an air to liquid configuration is used and a second aftercooler having an air to air configuration is used.

Abstract: A supercharging apparatus for an engine comprising a high-pressure stage supercharger having a high-pressure stage turbine arranged in an exhaust gas passage of the engine and a high-pressure stage compressor that is arranged in an intake gas passage of the engine and is driven by the high-pressure stage turbine, and a low-pressure stage supercharger having a low-pressure stage turbine arranged in the exhaust gas passage on the downstream side of the high-pressure stage turbine and a low-pressure stage compressor that is arranged in the intake air passage on the upstream side of the high-pressure stage compressor and is driven by the low-pressure stage turbine, wherein the low-pressure stage compressor has a capacity larger than a capacity of the high-pressure stage compressor, and the low-pressure stage turbine has a capacity equal to, or smaller than, a capacity of the high-pressure stage turbine.

Abstract: A compressor includes first-stage and second-stage impellers arranged back-to-back such that fluid is discharged from the first-stage impeller into a generally annular interstage duct that conducts the fluid into the second-stage impeller and the fluid discharged from the second-stage impeller enters into a volute that is arranged generally concentrically within the interstage duct. A discharge duct from the volute passes through the interstage duct at one circumferential location. An array of non-axisymmetric deswirl vanes is arranged upstream of the second-stage impeller. One of the vanes is thick and envelops the discharge duct. The remaining vanes are thinner and are differently configured about the circumference of the vane array to account for the flowfield effects of the thick vane.

Abstract: A high-pressure ratio turbocharger of this invention has a two-stage compressor section comprising a first-stage compressor impeller rotatably disposed in a first compressor housing, and a second-stage compressor impeller rotatably disposed in a second-stage compressor housing. The first and second stage compressor impellers are attached to a common shaft, and are positioned within respective compressor housing in a direction facing away from one another. A portion of the second-stage compressor housing is formed from a compressor backplate attached to a turbocharger center housing. A scroll seal is disposed between the first and second-stage compressor housings, and is interposed between the impellers to separate outlet air flow between each respective first and second-stage compressor chamber.

Abstract: A turbocharger device for an internal combustion engine including two exhaust gas turbochargers, wherein a regulating device for adjustment of the supply of exhaust gas to one of the turbines or to both turbines is provided in the flow stream of the exhaust gas. A common exhaust gas inflow channel for both turbines is preferably provided on the turbine housing of one of the exhaust gas turbochargers, with two exhaust channel segments for supplying exhaust gas to the respective turbines branching off from the exhaust gas inflow channel. The regulating device is provided where the exhaust gas channel segments branch from the exhaust gas inflow channel on the turbine housing.

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

Abstract: This invention concerns a turbo-charged engine with EGR comprising an EGR passage connecting an exhaust passage upstream of a turbine of a turbocharger and an intake passage downstream of a compressor to each other for returning some of exhaust gas in the exhaust passage to the intake passage, and an EGR valve provided in the EGR passage for adjusting a passage area of the EGR passage. Capacity of the turbine is set such that in a high speed and high load region of the engine operating state, if the exhaust gas is supplied to the turbine with the EGR valve closed, the turbocharger overruns beyond a maximum speed limit, and if the EGR valve is opened to return some of the exhaust gas to the intake passage, the turbocharger rotates at less speed than the maximum speed limit. EGR can be performed in the high speed and high load region of the engine operating state without reducing power output and worsening fuel consumption.

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

Abstract: A control system (58) for controlling the extent to which a valve (50) selectively by-passes exhaust flow around one of two turbines (18T, 20T) in an engine exhaust system (14). A desired set-point (TCBC_DES) and the actual set-point of operation of the valve are used to develop a set-point error for closed-loop control of the actual set-point. A data value for closed-loop gain is selected from a schedule (164, 166) based on engine speed and fueling. The selected data value of closed-loop gain and the set-point error data value are used to create a data value for a closed-loop output (TCBC_DTY_PIF) that is used to create a data value for a final output for forcing the actual set-point to the desired set-point.

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: A supercharger arrangement for an engine assembly 10 is disclosed, the arrangement including first and second superchargers 22A, 22B that are mounted on the engine assembly by means of separate first and second mounting members 46, 48 respectively. Each mounting member defines an integrated supercharger lubrication conduit 62A, 62B, 64A, 64B and the present invention is characterized in that the superchargers 22A, 22B are of substantially identical construction and are separable from the first and second mounting members 46, 48.

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

Abstract: A gas turbine system comprises a gas turbine (1, 2, 3) having a compressor (1) and a turbine (2), which via a common shaft (3) drive a generator (4), and a combustion chamber (6), the exit of which is connected to the entry to the turbine (2) of the gas turbine (1, 2, 3), has a fuel feed (8) and receives combustion air from the exit of the compressor (1) of the gas turbine (1, 2, 3) via the high-pressure side of a recuperator (5), the exit of the turbine (2) and the entry to the compressor (1) of the gas turbine (1, 2, 3) being connected via the low-pressure side of the recuperator (5), and a first exhaust-gas turbocharger (ATL2) which sucks in air being connected to different locations (9, 10) of the low-pressure side of the recuperator (4) by means of the exit of its compressor (13) and the entry to its turbine (14).

Abstract: This invention relates to configuration of at least two exhaust gas turbochargers on an internal combustion engine with a plurality of cylinders, in particular in a motor vehicle, in which the two turbine housings are connected to the exhaust gas system of the internal combustion engine and are immediately adjacent to each other and one turbine is always connected to one compressor by means of a drive shaft, the drive shafts being rotatably mounted in corresponding bearing housings. In order to prepare a design which is advantageous from the viewpoint of structure and production technology, it is proposed that the turbine housings are oriented such that the drive shafts be positioned at least approximately in alignment with each other and that the bearing housings be connected to the turbine housings on both sides.

Abstract: Motor brake device for a turbocharged internal combustion engine with an at least two-stage charge system, which includes at least one high-pressure stage as well as at least one low-pressure stage connected on the exhaust gas side downstream of the high-pressure stage and on the charge air side is provided upstream, with at least one exhaust gas line connected with the outlet channels of the internal combustion engine and connected downstream of the internal combustion engine, with at least one first closing body, which is provided in an area of the exhaust gas line downstream of the high-pressure stage and/or the low-pressure stage, wherein the first closing body is constructed in such a manner, that the exhaust gas flow through and thereby the there from dependent pressure in the exhaust gas line is so variable, that thereby the motor brake power can be variably adjusted as required.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: A supercharging apparatus for an engine comprising a high-pressure stage supercharger having a high-pressure stage turbine arranged in an exhaust gas passage of the engine and a high-pressure stage compressor that is arranged in an intake gas passage of the engine and is driven by the high-pressure stage turbine, and a low-pressure stage supercharger having a low-pressure stage turbine arranged in the exhaust gas passage on the downstream side of the high-pressure stage turbine and a low-pressure stage compressor that is arranged in the intake air passage on the upstream side of the high-pressure stage compressor and is driven by the low-pressure stage turbine, wherein the low-pressure stage compressor has a capacity larger than a capacity of the high-pressure stage compressor, and the low-pressure stage turbine has a capacity equal to, or smaller than, a capacity of the high-pressure stage turbine.

Abstract: The present invention relates to a crank case ventilation system for an internal combustion engine that has a two-stage air charge boosting system. An air inlet system supplies the engine with air that may be pressurised by an upstream supercharger and a downstream turbocharger in series. A crank case evacuation system draws crank case gasses from a crank case and introduces said gasses into the air inlet system, through either a first conduit or a second conduit, depending on the setting of a pressure-regulated control valve. The first conduit is used to introduce said gasses upstream of the first boost stage when this stage is operational, and when the first boost stage is not operational, the second conduit is used to introduce said gasses downstream of the first boost stage and upstream of the second boost stage.

Abstract: An engine control system in a vehicle including a variable displacement internal combustion engine, an intake manifold coupled to the variable displacement internal combustion engine, a first turbocharger supplying air to the intake manifold, a first waste gate regulating the boost of the turbocharger, and a controller for controlling the displacement of the variable displacement internal combustion engine.

Abstract: The invention concerns a turbocharger for an internal combustion engine, which is at least two-stage, wherein each respective stage of the turbocharger system is respectively a turbine and respectively a compressor, which via a common shaft are coupled with each other, wherein at least the exhaust gas side parts of the exhaust gas turbocharger are integrated in a common housing unit. The invention further concerns an internal combustion engine with such a compressor system.

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 on-board inert gas generating system (OBIGGS) uses a turbine in order to recover the energy of compression of the nitrogen-enriched product gas. This energy is transferred, through a shaft, to the compressor, which supplies compressed air to the separation membrane. Unlike conventional systems, where there is no means for recovering the energy of the compressed nitrogen enriched product air, the present system provides a cooled nitrogen-enriched gas to be supplied to a fuel tank ullage without losing the energy stored in the compressed nitrogen-enriched product gas.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: A supercharged internal combustion engine is provided having a common exhaust manifold and a common combustion air manifold for all engine cylinders. The engine has a plurality of exhaust-driven superchargers that are staggered as a function of the engine output. Each supercharger is engageable or disengageable with the exhaust manifold via its exhaust-driven turbine. Each supercharger, at an input side of its compressor, has a line connection, via a respective valve mechanism, to the output of a charging fan disposed upstream and in series with the compressor. For an oppositely directed changeover between supply air compressed by the charging fan, and ambient air, all of the valve mechanisms are adjusted as a function of the speed of an associated supercharger and a combustion air operating pressure. A processor having a stored requirements profile is provided for the sole release of the valve mechanism of a given supercharger.

Abstract: Combustion air for use in an engine is normally compressed by a compressor which adds heat during the process of increasing the density of the combustion air. To decrease the heat content of the combustion air, an aftercooler is used. When compressing combustion air to a higher density, the combustion air is compressed by a first compressor section to a first preestablished pressure and temperature and by a second compressor section to a second preestablished pressure and temperature. To decrease the heat content of the highly compressed dense combustion air, a first aftercooler having an air to liquid configuration is used and a second aftercooler having an air to air configuration is used.

Abstract: This invention relates to configuration of at least two exhaust gas turbochargers on an internal combustion engine with a plurality of cylinders, in particular in a motor vehicle, in which the two turbine housings are connected to the exhaust gas system of the internal combustion engine and are immediately adjacent to each other and one turbine is always connected to one compressor by means of a drive shaft, the drive shafts being rotatably mounted in corresponding bearing housings. In order to prepare a design which is advantageous from the viewpoint of structure and production technology, it is proposed that the turbine housings are oriented such that the drive shafts be positioned at least approximately in alignment with each other and that the bearing housings be connected to the turbine housings on both sides.

Abstract: A supercharger arrangement, having a first rotor assembly, including a first compressor with a first compressor inlet and a first compressor outlet, and a second compressor with a second compressor inlet and a second compressor outlet. The supercharger arrangement also having a second rotor assembly, including a third compressor with a third compressor inlet and a third compressor outlet, and a fourth compressor with a fourth compressor inlet and a fourth compressor outlet; and a first inter-stage conduit that communicates the first compressor outlet with the fourth compressor inlet so that flow from the first compressor feeds into the fourth compressor.

Abstract: In a process and apparatus for two-stage supercharging of process air for a fuel cell, in one of the two charging stages, supercharging taking place by means of a displacement machine. In the other charging stage, supercharging is performed by means of a combined expansion and compression machine. Energy is recovered from the exhaust gas of a fuel cell by means of the combined expansion and compression machine.

Abstract: An airflow system for an engine includes a first turbine coupled with a first compressor and a second turbine coupled with a second compressor. The first turbine receives exhaust from the engine, and the first compressor supplies compressed air to the engine. The second compressor compresses air from atmosphere. A first conduit fluidly couples the first and second turbines, and a second conduit fluidly couples the first and second compressors. A wastegate valve is fluidly coupled with the exhaust manifold and movable between a first position in which exhaust fluid is allowed to bypass the first turbine and a second position in which fluid is restricted from bypassing. The airflow system includes a third conduit fluidly coupling the second compressor and the wastegate valve. The wastegate valve moves to the first position when compressed air in the third conduit has at least a predetermined pressure.

Abstract: A turbocharger for an internal combustion engine, is provided with a turbine including a rotatable turbine shaft, a turbine wheel carried by the turbine shaft, and a drive gear carried by the turbine shaft. A first compressor includes a rotatable first compressor shaft, a first compressor wheel carried by the first compressor shaft, and a first driven gear carried by the first compressor shaft. The first driven gear is operatively engaged with and driven by the drive gear. The turbocharger has a compact arrangement, and allows for optimization of compressor wheel operating speeds, including in a turbocharger having multiple compression stages.

Abstract: An airflow system for an engine includes first and second turbines coupled with first and second compressors, respectively. The first turbine receives exhaust from an exhaust manifold, and the first compressor supplies compressed air to an intake manifold. A wastegate valve, fluidly coupled with the exhaust manifold, is movable between a first position allowing exhaust to bypass at least one of the turbines and a second position restricting exhaust from bypassing. A controller restricts the supply of pressurized air to the wastegate valve such that the wastegate is in the second position when at least one of (i) a load of the engine is less than or equal to a predetermined load, (ii) a speed of the engine is less than or equal to a predetermined speed, and (iii) a temperature of air leaving the first compressor is less than or equal to a predetermined temperature.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: An airflow system for an engine includes first and second turbines coupled with first and second compressors, respectively. The first turbine receives exhaust from an exhaust manifold, and the first compressor supplies compressed air to an intake manifold. A wastegate valve, fluidly coupled with the exhaust manifold, is movable between a first position allowing exhaust to bypass at least one of the turbines and a second position restricting exhaust from bypassing. A controller restricts the supply of pressurized air to the wastegate valve such that the wastegate is in the second position when at least one of (i) a load of the engine is less than or equal to a predetermined load, (ii) a speed of the engine is less than or equal to a predetermined speed, and (iii) a temperature of air leaving the first compressor is less than or equal to a predetermined temperature.

Abstract: An airflow system for an engine includes a first turbine coupled with a first compressor and a second turbine coupled with a second compressor. The first turbine receives exhaust from the engine, and the first compressor supplies compressed air to the engine. The second compressor compresses air from atmosphere. A first conduit fluidly couples the first and second turbines, and a second conduit fluidly couples the first and second compressors. A wastegate valve is fluidly coupled with the exhaust manifold and movable between a first position in which exhaust fluid is allowed to bypass the first turbine and a second position in which fluid is restricted from bypassing. The airflow system includes a third conduit fluidly coupling the second compressor and the wastegate valve. The wastegate valve moves to the first position when compressed air in the third conduit has at least a predetermined pressure.

Abstract: The invention concerns a charged internal combustion engine (1) with at least one stage of charging by a turbocharger (3). The invention is characterized by the fact that at least one supplemental compressor (4) is connected parallel to or in series with the turbocharger, where the supplemental compressor (4) has a drive independent form the working medium cycle of the internal combustion engine.

Abstract: The invention concerns a charged internal combustion engine (1) with at least one stage of charging by a turbocharger (3).

Abstract: An engine control system in a vehicle including a variable displacement internal combustion engine, an intake manifold coupled to the variable displacement internal combustion engine, a first turbocharger supplying air to the intake manifold, a first waste gate regulating the boost of the turbocharger, and a controller for controlling the displacement of the variable displacement internal combustion engine.

Abstract: A turbocharger for an internal combustion engine, is provided with a turbine including a rotatable turbine shaft, a turbine wheel carried by the turbine shaft, and a drive gear carried by the turbine shaft. A first compressor includes a rotatable first compressor shaft, a first compressor wheel carried by the first compressor shaft, and a first driven gear carried by the first compressor shaft. The first driven gear is operatively engaged with and driven by the drive gear. The turbocharger has a compact arrangement, and allows for optimization of compressor wheel operating speeds, including in a turbocharger having multiple compression stages.

Abstract: An engine-turbocharger unit for a vehicle, in particular an industrial vehicle, having an internal combustion engine; a decompression brake device; and a turbocharger in turn having a variable-geometry turbine driven by the exhaust gas from the engine, and a compressor driven by the turbine and connected at the outlet to an intake manifold of the engine; the unit also has a throttling device located on the outlet side of the turbine and settable between a fully-open attitude and a closed attitude; the variable-geometry turbine and the throttling device are jointly controlled, thereby allowing independent control of the exhaust manifold pressure of the combustion engine and of the expansion ratio of the turbine.

Abstract: A reciprocating piston internal combustion engine 1 includes at least one first and one second cylinder bank, to which at least two turbochargers are assigned, each having a charge-air compressor and an exhaust-gas turbine, one first turbocharger and one second turbocharger each being assigned both to the first cylinder bank and to the second cylinder bank and the first turbocharger being larger than the second turbocharger.

Abstract: A turbocharger device for an internal combustion engine includes two exhaust gas turbochargers, of which the turbines can be driven by the exhaust gas of the internal combustion engine and which the compressors compress supply air for the internal combustion engine to an increased charge pressure. A regulating device for adjustment of the supply of exhaust gas to one of the turbines or to both turbines is provided in the flow stream of the exhaust gas.

Abstract: A turbocharger for an internal combustion engine, particularly suitable for use in a work machine, is provided with a turbine having a low pressure region of minimum static pressure. A compressor has a high pressure region of maximum dynamic pressure. A conduit fluidly interconnects the high pressure region with the low pressure region. A valve is associated with the conduit for opening and closing the conduit. Compressed air or a fuel/air mixture may be bled from the compressor to the turbine over a wider arrange of operating conditions, even at low load operating conditions.

Abstract: The invention is directed to a method and an arrangement for controlling the charging pressure of an exhaust-gas turbocharger (1) wherein a charging pressure actual value (pvdkds) is tracked to a charging pressure desired value (plsoll). The charging pressure of the exhaust-gas turbocharger (1) is controlled in dependence upon a characteristic variable of an electric auxiliary charger (5). The electric auxiliary charger (5) coacts with the exhaust-gas turbocharger (1) for compressing the inducted air. In this way, an unnecessary opening of a bypass valve of the exhaust-gas turbocharger (1) is avoided.

Abstract: A supercharger arrangement, having a first rotor assembly, including a first compressor with a first compressor inlet and a first compressor outlet, and a second compressor with a second compressor inlet and a second compressor outlet. The supercharger arrangement also having a second rotor assembly, including a third compressor with a third compressor inlet and a compressor outlet, and a fourth compressor with a fourth compressor inlet and a fourth compressor outlet; and a first inter-stage conduit that communicates the first compressor outlet with the fourth compressor inlet so that flow from the first compressor feeds into the fourth compressor.