Vehicle system having an injection housing and a turbocharger with a motor

Abstract

A vehicle system includes a turbocharger having a turbine receiving exhaust gas from an engine-turbine exhaust conduit, a shaft coupled to the turbine, and a motor coupled to the shaft. The vehicle system also includes a controller that rotates the motor. The vehicle system also includes an injection housing directly coupled to the turbine or a turbine-housing exhaust conduit directly coupled to the turbine. The injection housing receives exhaust gas from the turbine or from the turbine-housing exhaust conduit. The vehicle system also includes a dosing module coupled to the injection housing. The dosing module includes an injector configured to inject a process fluid into the injection housing.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit and priority of Indian Provisional Patent Application No. 202241044790 filed on August 5, 2022, which is incorporated herein by reference in its entirety. Technical Field

[0002] The present application generally relates to a vehicle system that includes a turbocharger, an injection housing, and a dosing module coupled to the injection housing. background

[0003] For internal combustion engines, such as diesel engines, nitrogen oxide (NOx) compounds may be emitted in the exhaust. It may be desirable to reduce NO x emissions, for example, to comply with environmental regulations. To reduce NO x Emissions, treatment fluids (e.g., reductants, etc.) can be injected (e.g., dosed, etc.) into the exhaust through a dosing system and within vehicle systems (e.g., exhaust aftertreatment systems, etc.). The treatment fluid helps convert a portion of the exhaust into non-NO x emissions, such as nitrogen (N2), carbon dioxide (CO2) and water (H2O), thereby reducing NO x Emissions. SUMMARY OF THE INVENTION

[0004] In one embodiment, a vehicle system includes a turbocharger having a turbine that receives exhaust from an engine-turbine exhaust conduit, a shaft coupled to the turbine, and a motor coupled to the shaft. The vehicle system also includes a controller that causes the motor to rotate the shaft. The vehicle system also includes an injection housing that is directly coupled to the turbine or to a turbine-housing exhaust conduit that is directly coupled to the turbine. The injection housing receives exhaust from the turbine or from the turbine-housing exhaust conduit. The vehicle system also includes a dosing module coupled to the injection housing. The dosing module includes an injector that injects a treatment fluid into the injection housing.

[0005] In another embodiment, a vehicle system includes a turbocharger. The turbocharger includes a turbine that receives exhaust gas from an engine-turbine exhaust duct, a turbine shaft coupled to the turbine, a first motor coupled to the turbine shaft, and a compressor that provides air to an engine-compressor air duct. The engine-compressor air duct provides air to the engine. The turbocharger also includes a compressor shaft coupled to the compressor. The compressor shaft can rotate independently of the turbine shaft. The vehicle system also includes a controller and an injection housing, the controller causing the first motor to rotate the turbine shaft, and the injection housing is directly coupled to the turbine or to a turbine-housing exhaust duct directly coupled to the turbine. The injection housing receives exhaust gas from the turbine or from the turbine-housing exhaust duct. The vehicle system also includes a dosing module coupled to the injection housing. The dosing module includes an injector that injects a treatment fluid into the injection housing.

[0006] In yet another embodiment, a vehicle system includes an engine including a crankshaft and a cylinder-piston assembly that rotates the crankshaft. The cylinder-piston assembly includes a cylinder. The engine also includes a fuel injector corresponding to the cylinder-piston assembly. The fuel injector injects fuel into the cylinder. The vehicle system also includes a turbocharger, the turbocharger including a turbine that receives exhaust gas from an engine-turbine exhaust duct, a turbine shaft coupled to the turbine, a first motor coupled to the turbine shaft, and a compressor that provides air to an engine-compressor air duct. The engine-compressor air duct provides air to the engine. The turbocharger also includes a compressor shaft coupled to the compressor and the crankshaft. The vehicle system also includes a controller that (i) causes the first motor to rotate the turbine shaft and (ii) controls the amount of fuel injected by the fuel injector based on the pressure of air provided to the engine by the compressor via the engine-compressor air duct. The vehicle system also includes an injection housing that is directly coupled to the turbine or to a turbine-housing exhaust duct that is directly coupled to the turbine. The injection housing receives exhaust gas from the turbine or from the turbine-housing exhaust duct. The vehicle system also includes a dosing module coupled to the injection housing. The dosing module includes an injector that injects the treatment fluid into the injection housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The present disclosure will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings, in which like reference numerals refer to like elements unless otherwise indicated, and in which: Figure 1 is a schematic block diagram of an example vehicle system including a turbocharger; Figure 2 yes Figure 1 A schematic block diagram of a turbocharger; Figure 3 is a schematic block diagram of another example vehicle system; Figure 4 is a schematic block diagram of yet another example vehicle system; Figure 5 is a schematic block diagram of yet another example vehicle system; Figure 6 is a schematic block diagram of yet another example vehicle system; Figure 7 is a schematic block diagram of yet another example vehicle system; Figure 8 is a schematic block diagram of yet another example vehicle system; Fig. 9 is a schematic block diagram of yet another example vehicle system; Fig.10 is a schematic block diagram of yet another example vehicle system; Fig.11 is a schematic block diagram of yet another example vehicle system; Fig.12 is a schematic block diagram of yet another example vehicle system including a heater; Fig.13 yes Fig.12 A cross-sectional view of a heater; Fig.14 is a schematic block diagram of yet another example vehicle system; Fig.15 is a schematic block diagram of yet another example vehicle system; and Fig.16 is a schematic block diagram of yet another example vehicle system.

[0008] It will be appreciated that some or all of the drawings are schematic illustrations for illustrative purposes. The drawings are provided for the purpose of illustrating one or more implementations, with the explicit understanding that they are not intended to limit the scope or meaning of the claims. Detailed Description

[0009] The following is a more detailed description of various concepts related to methods and apparatus for providing a jet housing and a turbocharger with a motor for a vehicle system and implementations of these methods and apparatus. The various concepts introduced above and discussed in more detail below can be implemented in any of a variety of ways, as the concepts described are not limited to any particular implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes.

[0010] I. Overview Internal combustion engines (e.g., diesel internal combustion engines, etc.) produce gases containing NO x, N2, CO2, and / or H2O. In some applications, a vehicle system (e.g., an exhaust aftertreatment system) includes a dosing module that treats the exhaust using a treatment fluid (e.g., a reductant, etc.) released from the dosing module by an injector of the dosing device. The treatment fluid is adsorbed by a catalyst component (e.g., a selective catalytic reduction (SCR) catalyst component). The treatment fluid adsorbed in the catalyst component is used to reduce NO in the exhaust gas. x The dosing module is mounted on a component of the vehicle system. For example, the dosing module may be mounted on a decomposition reactor, an exhaust duct, a panel or other similar component of the vehicle system.

[0011] Mixing the exhaust gas with the treatment fluid improves the reduction of NOx in the exhaust gas. The device can be used to promote mixing between the exhaust gas and the treatment fluid through turbulent flow (e.g., turbulence, etc.). Turbulence in the form of swirling (e.g., eddies, etc.) improves the mixing characteristics of the fluid. For example, the swirl of the exhaust gas causes the treatment fluid to be dispersed within the exhaust gas, thereby improving the mixing between the exhaust gas and the treatment fluid. However, the device in the flow path of the treatment fluid may tend to collect (e.g., accumulate, etc.) deposits of the treatment fluid. These deposits may reduce the mixing efficiency of the device and the flow rate of the exhaust gas and / or the treatment fluid in the pipeline in which the device is located or to which the fluid is connected.

[0012] Increasing the temperature of the catalyst component also improves the reduction of NOx in the exhaust gas. A heater can be added near the catalyst component. However, the heater increases the design complexity of the vehicle system and the heater requires electricity to operate.

[0013] Embodiments described herein relate to a vehicle system for an exhaust system having a turbocharger. The turbocharger includes a turbine, a shaft coupled to the turbine (e.g., a turbine shaft), and a motor coupled to the turbine shaft. The turbine is configured to receive exhaust gas from the exhaust system and includes an impeller coupled to the shaft. The vehicle system also includes a controller (e.g., a reductant delivery system controller) configured to cause the motor to rotate the turbine shaft and an injection housing, the injection housing being directly coupled to the turbine or to a turbine-housing exhaust conduit directly coupled to the turbine. The injection housing is configured to receive exhaust gas from the turbine or from a turbine-housing exhaust conduit. The vehicle system also includes a dosing module coupled to the injection housing. The dosing module includes an injector configured to inject a treatment fluid into the injection housing.

[0014] At the peak (e.g., maximum, etc.) efficiency of the turbocharger, the exhaust outflow from the turbine is mostly axial (e.g., laminar, non-turbulent, etc.). Because there is little swirl in this exhaust outflow, mixing of the reductant in the exhaust is minimal. Peak efficiency of the turbocharger occurs when the rotational speed of the impeller is set by the flow rate of the exhaust. To increase mixing, the controller can cause the motor to rotate the impeller at different rotational speeds via the turbine shaft, where the turbocharger is not at peak efficiency and the exhaust outflow from the turbine is less axial (e.g., more turbulent, including more swirls, etc.). This reduces the need for a dedicated mixer.

[0015] The vehicle system also includes a housing-catalyst exhaust duct directly coupled to the injection housing and a catalyst component, which is coupled to the housing-catalyst exhaust duct so that the catalyst component is directly coupled to the turbine. The turbine operates at high temperatures. Therefore, the temperature of the catalyst component will increase. This configuration allows the temperature of the catalyst component to increase without the need for an additional heater.

[0016] II. Overview of Transportation Systems Figure 1 , Figure 3-Figure 12 and Figure 14-16 Various example vehicle systems 100 are depicted. The vehicle system 100 may be used in a vehicle (e.g., a truck, an automobile, a construction vehicle, a military vehicle, a commercial vehicle, etc.), a marine vessel (e.g., a ship, a barge, a boat, etc.), a generator, an aircraft (e.g., an airplane, a jet, etc.), or other similar systems. The vehicle system 100 includes an exhaust system 102 and an internal combustion engine 104 (e.g., a diesel internal combustion engine, a diesel hybrid internal combustion engine, a gasoline (gasoline) internal combustion engine, a gasoline (petrol) internal combustion engine, a liquid propane internal combustion engine, etc.).

[0017] The exhaust system 102 includes an exhaust conduit system 106. The exhaust conduit system 106 receives exhaust gas from the internal combustion engine 104 and provides the exhaust gas to the atmosphere.

[0018] The exhaust system 102 also includes a turbocharger 108. The turbocharger 108 is configured to provide additional energy from the exhaust gas to the internal combustion engine 104. In this way, the turbocharger 108 can increase the output (e.g., power, etc.) and / or efficiency of the internal combustion engine 104. The turbocharger 108 includes a compressor 110. The compressor 110 is configured to receive air from an air source 114 (e.g., an air intake, the atmosphere, an air cooler, etc.). The vehicle system 100 includes an engine-compressor air duct 112 coupled to (e.g., attached to, fixed to, welded to, integrated to, etc.) the internal combustion engine 104 and the compressor 110. The compressor 110 is configured to compress air and provide the air to the internal combustion engine 104 via the engine-compressor air duct 112. The turbocharger 108 also includes a turbine 116. The vehicle system 100 includes an engine-turbine exhaust duct 117 coupled to the internal combustion engine 104 and the turbine 116. The turbine 116 is configured to receive exhaust gas from the internal combustion engine 104 via an engine-turbine exhaust conduit 117. The turbine 116 utilizes energy in the exhaust gas.

[0019] The vehicle system 100 also includes a bypass system 118 (e.g., a wastegate system, a blowoff system, etc.). As explained in more detail herein, the bypass system 118 is configured to facilitate selective routing of exhaust gas around the turbine 116, thereby reducing pressure within the turbine 116. In this way, the bypass system 118 can provide a mechanism for protecting the turbine 116 from undesirable pressurization, thereby increasing the useful life of the turbine 116.

[0020] The bypass system 118 includes a bypass inlet duct 120 (e.g., an upstream bypass duct, etc.). The bypass inlet duct 120 is coupled to the engine-turbine exhaust duct 117. The bypass system 118 also includes a bypass outlet duct 122 (e.g., a downstream bypass duct, etc.). The bypass outlet duct 122 is fluidly coupled to a turbine-casing exhaust duct 123 of the exhaust duct system 106. In various embodiments, the turbine-casing exhaust duct 123 is directly coupled to the turbine 116. In other words, there are no intermediate components between the turbine-casing exhaust duct 123 and the turbine 116. In some embodiments, the turbine-casing exhaust duct 123 is integrally formed with the turbine 116.

[0021] The bypass system 118 also includes a bypass valve 124 (e.g., a control valve, a solenoid valve, an electronically controllable valve, a ball valve, etc.). The bypass valve 124 is coupled to the bypass inlet conduit 120 and the bypass outlet conduit 122 and is operable (e.g., selectively repositionable, etc.) between (i) a first position in which exhaust gas flow from the bypass inlet conduit 120 to the bypass outlet conduit 122 is facilitated and (ii) a second position in which exhaust gas flow from the bypass inlet conduit 120 to the bypass outlet conduit 122 is prohibited (e.g., blocked, prevented, etc.).

[0022] The vehicle system 100 also includes an injection housing 126 (e.g., a conduit, a decomposition reactor, a reactor tube, a decomposition tube, a reactor tube, etc.). The injection housing 126 is located immediately downstream of the turbine 116. In various embodiments, the injection housing 126 is directly coupled to the bypass outlet conduit 122. In some embodiments, the injection housing 126 is directly coupled to the turbine 116. In some embodiments, the injection housing 126 is integrally formed with the turbine 116 and / or the bypass outlet conduit 122.

[0023] Thus, when the bypass valve 124 is not in the second position (e.g., when the bypass valve 124 is in the first position, when the bypass valve 124 is between the first position and the second position, etc.), the injection housing 126 receives exhaust gas that has already flowed out of the turbine 116 and thus has any swirl imparted by the turbine 116, as well as exhaust gas that has not flowed through the turbine 116 but bypasses the turbine 116 via the bypass outlet conduit 122. As explained in more detail herein, the vehicle system 100 utilizes the swirl imparted by the turbine 116 to promote mixing of the exhaust gas and the reductant, thereby promoting more desirable treatment of the exhaust gas. In various embodiments, the injection housing 126 is directly coupled to the internal combustion engine 104 and / or the turbocharger 108 (e.g., via a mounting bracket, etc.). In some embodiments, the bypass outlet conduit 122 is shaped, angled, or otherwise configured to enhance swirl of the exhaust gas within the injection housing 126.

[0024] In various embodiments, the bypass inlet conduit 120, the bypass outlet conduit 122, and the bypass valve 124 are separate from the turbine 116. In these embodiments, the bypass inlet conduit 120 is not coupled to the turbine 116 except via the engine-turbine exhaust conduit 117, the bypass outlet conduit 122 is not coupled to the turbine 116 except via the injection housing 126, and the bypass valve 124 is not coupled to the turbine 116. In such embodiments, the bypass inlet conduit 120 may be separated from the engine-turbine exhaust conduit 117 without separating the turbine 116 from the engine-turbine exhaust conduit 117, the bypass outlet conduit 122 may be separated from the injection housing 126 without separating the turbine 116 from the injection housing 126, and the bypass valve 124 may be separated from the bypass inlet conduit 120 and the bypass outlet conduit 122 without separating the turbine 116 from the engine-turbine exhaust conduit 117 or the injection housing 126.

[0025] In various embodiments, the bypass inlet conduit 120, the bypass outlet conduit 122, and the bypass valve 124 are coupled to the turbine 116. In some embodiments, the bypass inlet conduit 120, the bypass outlet conduit 122, and the bypass valve 124 are coupled to the turbine 116 along an outer surface (e.g., a housing, etc.) of the turbine 116. In other embodiments, the bypass inlet conduit 120, the bypass outlet conduit 122, and the bypass valve 124 are integrated within the turbine 116. In these embodiments, the bypass inlet conduit 120, the bypass outlet conduit 122, and the bypass valve 124 are positioned along a first passage (e.g., a volute, etc.) in the turbine 116, so that the exhaust gas is configured to pass from the engine-turbine exhaust conduit 117 to the injection housing 126 through the first passage, and the exhaust gas passes from the engine-turbine exhaust conduit 117 to the injection housing 126 through a second passage (e.g., a volute, etc.) in the turbine 116 that is separate from the first passage. In such an embodiment, turbine 116 is decoupled from engine-turbine exhaust conduit 117 while bypass inlet conduit 120 is decoupled from engine-turbine exhaust conduit 117, and turbine 116 is decoupled from injection housing 126 while bypass outlet conduit 122 is decoupled from injection housing 126. In some embodiments, bypass valve 124 is configured to be decoupled from turbine 116 independently of bypass inlet conduit 120 and bypass outlet conduit 122 (e.g., for servicing bypass valve 124, etc.).

[0026] The vehicle system 100 also includes a reductant delivery system 127. The reductant delivery system 127 includes a dosing module 128 (e.g., a dosing device, etc.) coupled to the injection housing 126 and configured to inject (e.g., dosing, etc.) a treatment fluid (e.g., a reductant, etc.) into the injection housing 126. The treatment fluid may be, for example, urea, diesel exhaust fluid (DEF), Adblue ®, urea water solution (UWS), aqueous urea solution (e.g., AUS32, etc.), liquid hydrocarbons, and other similar fluids. The dosing module 128 may include an isolator (e.g., a thermal isolator, a vibration isolator, etc.) interposed between a portion of the dosing module 128 and a portion of the injection housing 126 on which the dosing module 128 is mounted.

[0027] The dosing module 128 is fluidly coupled to a reductant source 130. The reductant source 130 may include a plurality of reductant sources 130. The reductant source 130 may be, for example, a reductant containing Adblue. ® The reductant pump 132 (eg, a supply unit, etc.) is used to pressurize the treatment fluid from the reductant source 130 for delivery to the dosing module 128. In some embodiments, the reductant pump 132 is pressure controlled (eg, controlled to obtain a target pressure, etc.).

[0028] The reductant pump 132 includes a reductant filter 134. The reductant filter 134 filters (e.g., strains, etc.) the process fluid before providing the process fluid to the internal components (e.g., pistons, vanes, etc.) of the reductant pump 132. For example, the reductant filter 134 can inhibit or prevent solids (e.g., solidified reductant, contaminants, etc.) from being transmitted to the internal components of the reductant pump 132. In this way, the reductant filter 134 can help prolong the desired operation of the reductant pump 132. In some embodiments, the reductant pump 132 is coupled to the chassis of a vehicle associated with the vehicle system 100.

[0029] The dosing module 128 includes at least one injector 136. Each injector 136 is configured to inject the treatment fluid into the exhaust gas (e.g., within the injection housing 126, etc.). In some embodiments, the reductant delivery system 127 also includes an air pump 138. In these embodiments, the air pump 138 draws air from the air source 114. The air can be drawn through an air filter 140 disposed upstream of the air pump 138. The air pump 138 provides air to the dosing module 128 via a conduit. In these embodiments, the dosing module 128 is configured to mix the air and the treatment fluid into an air-treatment fluid mixture and provide the air-treatment fluid mixture to the injection housing 126. In other embodiments, the reductant delivery system 127 does not include the air pump 138. In such embodiments, the dosing module 128 is not configured to mix the treatment fluid with the air.

[0030] In various embodiments, the dosing module 128 is coupled to the injection housing 126 at a location other than the top surface of the injection housing 126 (e.g., relative to a ground surface on which the exhaust system 102 is located, etc.). For example, the dosing module 128 can be coupled to the injection housing 126 at a circumferential or perimeter location between 45° and 180° relative to a vertical axis (i.e., an axis in the direction of gravity, etc.). In this manner, the dosing module 128 can be removed from heat that accumulates and / or builds up along the top surface of the injection housing 126 due to the inherent rise of heat (e.g., in the air, along the injection housing 126, etc.).

[0031] As used herein, the term "axis" does not require a circular cross-sectional shape. Thus, a shape centered on the axis may have a circular, elliptical, oval, square, rectangular, triangular, polygonal, or other similar cross-sectional shape when taken along a plane orthogonal to the axis.

[0032] The dosing module 128 and the reductant pump 132 are also electrically or communicatively coupled to a reductant delivery system controller 142. The reductant delivery system controller 142 is configured to control the dosing module 128 to inject the treatment fluid into the injection housing 126. The reductant delivery system controller 142 may also be configured to control the reductant pump 132.

[0033] The reductant delivery system controller 142 includes a processing circuit 144. The processing circuit 144 includes a processor 146 and a memory 148. The processor 146 may include a microprocessor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), etc. or a combination thereof. The memory 148 may include, but is not limited to, an electronic, optical, magnetic or any other storage device or transmission device capable of providing program instructions to the processor, ASIC, FPGA, etc. The memory 148 may include a memory chip, an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a flash memory, or any other suitable memory from which the reductant delivery system controller 142 can read instructions. The instructions may include code from any suitable programming language. The memory 148 may include various modules that include instructions configured to be implemented by the processor 146.

[0034] In various embodiments, the reductant delivery system controller 142 is configured to communicate with a central controller 150 (e.g., an engine control unit (ECU), an engine control module (ECM), etc.) of the internal combustion engine 104 of the vehicle system 100. In some embodiments, the central controller 150 and the reductant delivery system controller 142 are integrated into a single controller.

[0035] In some embodiments, the central controller 150 may communicate with a display device (e.g., a screen, a monitor, a touch screen, a heads up display (HUD), an indicator light, etc.). The display device may be configured to change state in response to receiving information from the central controller 150. For example, the display device may be configured to change between a static state (e.g., displaying a green light, displaying a "system good" message, etc.) and an alarm state (e.g., displaying a flashing red light, displaying a "maintenance required" message, etc.) based on communications from the central controller 150. By changing state, the display device may provide an indication to a user (e.g., an operator, etc.) of the state (e.g., operating, maintenance required, etc.) of the reductant delivery system 127.

[0036] The vehicle system 100 also includes a selective catalytic reduction (SCR) catalyst component 152. The SCR catalyst component 152 is coupled to a housing-catalyst exhaust conduit 153, which is coupled to the injection housing 126. The SCR catalyst component 152 is in close proximity to the turbine 116. As a result, the treatment fluid is injected upstream of the SCR catalyst component 152 by the injector 136, so that the SCR catalyst component 152 receives a mixture of the treatment fluid and the exhaust gas. The treatment fluid droplets undergo a process of evaporation, pyrolysis, and hydrolysis to form non-NO in the injection housing 126, the SCR catalyst component 152, and / or the exhaust conduit system 106. x The SCR catalyst component 152 is configured to accelerate the separation of the treatment fluid from the exhaust gas by NO x NO x The reduction process helps to convert NO x The emissions are reduced to diatomic nitrogen, water and / or carbon dioxide.

[0037] By being mounted in close proximity to the turbine 116, the SCR catalyst component 152 is provided with relatively high temperature exhaust gas compared to other aftertreatment systems where the catalyst is mounted further downstream. Due to exposure to the relatively high temperature exhaust gas, the SCR catalyst component 152 is configured to transition (e.g., heat up, etc.) from ambient temperature (e.g., when the internal combustion engine 104 is not producing exhaust gas, etc.) to operating temperature significantly faster than catalysts in other aftertreatment systems where the catalyst is mounted further downstream. Before reaching operating temperature, the catalyst may not contribute to NOx as desired. x Emission Reduction. Because the SCR catalyst component 152 is mounted in close proximity to the turbine 116, the vehicle system 100 is more desirable than other aftertreatment systems where the catalyst is mounted further downstream.

[0038] Additionally, mounting the SCR catalyst component 152 in close proximity to the turbine 116 enables the overall size of the vehicle system 100 to be smaller than other aftertreatment systems where the catalyst is mounted further downstream.

[0039] Similarly, by utilizing the vortex generated by the turbine 116 and / or the injection housing 126, the vehicle system 100 does not necessarily need to use a mixer (e.g., a mixing device, etc.) upstream of the SCR catalyst component 152. As a result, the complexity and cost of the vehicle system 100 are reduced compared to other aftertreatment systems that utilize a mixer upstream of the catalyst. In addition, the back pressure of the vehicle system 100 is reduced, which can increase the efficiency and / or performance of the internal combustion engine 104.

[0040] The injection housing 126 may include a heat shield positioned around the dosing module 128 and / or the injector 136. The heat shield may reduce the transfer of heat to the dosing module 128 and / or the injector 136.

[0041] The vehicle system 100 may also include an oxidation catalyst (eg, a diesel oxidation catalyst (DOC)) fluidly coupled to the exhaust conduit system 106 (eg, downstream of the SCR catalyst component 152 , upstream of the injection housing 126 , upstream of the turbine 116 , etc.) to oxidize hydrocarbons and carbon monoxide in the exhaust gas.

[0042] The injection housing 126 may include a flow guide extending through the injection housing 126 near the bypass outlet duct 122 such that the flow guide is located within or near the exhaust gas provided by the bypass outlet duct 122 into the injection housing 126. The flow guide may enhance swirl of the exhaust gas provided by the bypass outlet duct 122 into the injection housing 126. In some embodiments, the flow guide includes an aerofoil (e.g., airfoil, louvered, etc.) shape when viewed in cross-section along a plane such that a first axis centered about the bypass outlet duct 122 extends along the plane, a second axis centered about the injection housing 126 extends along the plane, a leading edge of the flow guide disposed near the bypass outlet duct 122, and a trailing edge of the flow guide opposite the leading edge.

[0043] The vehicle system 100 also includes an exhaust gas sensor 154. The exhaust gas sensor 154 is disposed downstream of the injection housing 126 and upstream of the SCR catalyst component 152. The exhaust gas sensor 154 is configured to provide an exhaust gas signal associated with the exhaust gas. The exhaust gas sensor 154 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 is configured to receive the exhaust gas signal from the exhaust gas sensor 154. The reductant delivery system controller 142 is configured to determine a uniformity index (UI) based on each exhaust gas signal. The UI (a numerical value between 0 and 1) can be interpreted as a mixing measurement, where a completely mixed mixture (e.g., an exhaust gas and a treatment fluid mixture) produces a value of 1, while a non-completely mixed mixture produces a value less than 1.

[0044] The vehicle system 100 may also include a particulate filter (e.g., a diesel particulate filter (DPF)) fluidly coupled to the exhaust conduit system 106 (e.g., downstream of the SCR catalyst component 152, upstream of the injection housing 126, upstream of the turbine 116, etc.) to remove particulate matter, such as soot, from the exhaust gas flowing in the exhaust conduit system 106.

[0045] Although the vehicle system 100 has been shown and described in the context of use with a diesel internal combustion engine, it should be understood that the vehicle system 100 may be used with other internal combustion engines, such as gasoline internal combustion engines, hybrid internal combustion engines, propane internal combustion engines, and other similar internal combustion engines.

[0046] Figure 2 The turbocharger 108 is shown in more detail. The turbocharger 108 also includes a turbine shaft 200 (e.g., a shaft) that is coupled to the turbine 116 and is configured to rotate. The turbocharger 108 also includes a motor 202 (e.g., an electric motor, a DC motor, a brushless motor, etc.) coupled to the turbine shaft 200. The motor 202 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 can be configured to cause the motor 202 to rotate the turbine shaft 200. The turbocharger 108 also includes a compressor shaft 204 that is coupled to the compressor 110 and is configured to rotate. The compressor shaft 204 can be coupled to the motor 202. The compressor shaft 204 can be coupled to the turbine shaft 200 so that the compressor shaft 204 and the turbine shaft 200 are rotationally fixed relative to each other. However, as discussed in more detail below, the turbocharger 108 may be configured such that the turbine shaft 200 and the compressor shaft 204 are rotationally fixed relative to each other and such that rotation of the turbine shaft 200 relative to the compressor shaft 204 and rotation of the compressor shaft 204 relative to the turbine shaft 200 are facilitated.

[0047] like Figure 2 As shown, the turbine 116 includes an inner portion 206 and a turbine wheel 208 configured to be at least partially received within the inner portion 206 of the turbine 116. The turbine wheel 208 is coupled to the turbine shaft 200 and is configured to rotate with the turbine shaft 200. The turbine 116 also includes a turbine sensor 210, which is configured to be at least partially received within the inner portion 206 and provides a turbine signal associated with the rotational speed of the turbine wheel 208. The turbine sensor 210 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 is configured to receive the turbine signal from the turbine sensor 210. The reductant delivery system controller 142 is configured to determine the rotational speed of the turbine wheel 208 based on the turbine signal. The reductant delivery system controller 142 can determine how much swirl is present in the exhaust gas based on the rotational speed of the turbine wheel 208.

[0048] In some embodiments, the turbine wheel 208 includes a rotating hub and a plurality of vanes (e.g., guides, blades, etc.) coupled to the rotating hub. The vanes may be shaped so as to swirl the exhaust gas or enhance the swirl of the exhaust gas when the exhaust gas flows out of the turbine 116 and flows into the exhaust duct system 106. In some embodiments, the turbocharger 108 is a variable geometry turbocharger. In these embodiments, the turbocharger 108 is electrically or communicatively coupled to the reductant delivery system controller 142, and the reductant delivery system controller 142 is configured to change the geometry of the turbocharger 108. The geometry may be, for example, the arrangement of the blades on the turbine wheel 208. By changing the geometry, the output of the turbocharger 108 may be changed by the reductant delivery system controller 142.

[0049] like Figure 2 As shown, the compressor 110 includes an inner portion 207 and a compressor impeller 209, which is configured to be at least partially received within the inner portion 207 of the compressor 110. The compressor impeller 209 is coupled to the compressor shaft 204 and is configured to rotate with the compressor shaft 204. The compressor 110 also includes a compressor sensor 211, which is configured to be at least partially received within the inner portion 207 and provides a compressor signal associated with the rotational speed of the compressor impeller 209. The compressor sensor 211 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 is configured to receive the compressor signal from the compressor sensor 211. The reductant delivery system controller 142 is configured to determine the rotational speed of the compressor impeller 209 based on the compressor signal.

[0050] In some embodiments, the compressor impeller 209 includes a rotating hub and a plurality of blades (e.g., guides, paddles, etc.) coupled to the rotating hub. The blades may be shaped so as to enhance the compression of the air as it flows into and out of the compressor 110 and into the internal combustion engine 104 via the engine-compressor air duct 112. In some embodiments, the turbocharger 108 is a variable geometry turbocharger. In these embodiments, the turbocharger 108 is electrically or communicatively coupled to the reductant delivery system controller 142, and the reductant delivery system controller 142 is configured to change the geometry of the turbocharger 108. The geometry may be, for example, the arrangement of blades on the compressor impeller 209. By changing the geometry, the output of the turbocharger 108 may be changed by the reductant delivery system controller 142.

[0051] In some embodiments, Figure 1 As shown, the compressor shaft 204 is coupled to the motor 202. The reductant delivery system controller 142 causes the motor 202 to rotate the compressor impeller 209 via the compressor shaft 204, which causes the compressor 110 to compress air into the internal combustion engine 104 via the engine-compressor air duct 112. The compression provided by the motor 202 is in addition to the compression provided by the exhaust gas, which also causes the rotation of the compressor impeller 209 via the turbine impeller 208. When the internal combustion engine 104 receives more air in the form of compressed air from the compressor 110, the internal combustion engine 104 burns more fuel. This causes high temperature exhaust gas to be released by the internal combustion engine 104 at the engine-turbine exhaust duct 117. In these embodiments, the bypass valve 124 is configured to be in a first position so as to facilitate exhaust gas flow from the bypass inlet duct 120 to the bypass outlet duct 122. These embodiments allow the internal combustion engine 104 to produce a constant power output or an increased power output via the reductant delivery system controller 142, which causes the motor 202 to rotate the compressor impeller 209 via the compressor shaft 204 while providing high temperature exhaust gas to the exhaust conduit system 106 via the bypass valve 124 configured to be in the first position. The high temperature exhaust gas can allow the SCR catalyst component 152 to quickly transition from ambient temperature to operating temperature. In addition, the high temperature exhaust gas can improve mixing between the exhaust gas and the treatment fluid and reduce deposit accumulation (e.g., collection, etc.) in the exhaust conduit system 106.

[0052] At the peak (e.g., maximum, etc.) efficiency of the turbocharger 108, the exhaust gas flowing out of the turbine 116 into the turbine-housing exhaust conduit 123 can be primarily axial (e.g., laminar, non-turbulent, etc.). Because there is little swirl in such exhaust gas effluent, mixing of the reductant into the exhaust gas is minimal. Typically, the peak efficiency of the turbocharger 108 occurs when the rotational speed (e.g., first rotational speed) of the turbine impeller 208 is set by the flow rate of the exhaust gas. To increase mixing, the reductant delivery system controller 142 causes the motor 202 to rotate the turbine impeller 208 via the turbine shaft 200 at a different rotational speed (e.g., second rotational speed), wherein the turbocharger 108 is not at peak efficiency (e.g., the turbocharger 108 is off-peak, etc.), and the exhaust gas flowing out of the turbine 116 into the turbine-housing exhaust conduit 123 is less axial (e.g., more turbulent, including more swirls, etc.). Therefore, the vehicle system 100 operates differently from conventional systems because the turbocharger 108 is intentionally operated at less than peak efficiency at least during certain times in order to generate a vortex for promoting mixing of the exhaust and the process fluid. This approach is counterintuitive because conventional systems typically seek to operate at peak efficiency and use other mechanisms (if any) to perform mixing. This causes the compressor impeller 209 and the compressor shaft 204 to rotate as the turbine shaft 200 and the turbine impeller 208 rotate via the motor 202. This causes the compressor 110 to provide more compressed air to the internal combustion engine 104, thereby changing the air-fuel ratio within the internal combustion engine 104. Depending on the power requirements of the internal combustion engine 104, this may not be desirable.

[0053] The turbine sensor 210 may be configured to provide a turbine signal (e.g., a first turbine signal) associated with a first rotational speed of the turbine wheel 208. The reductant delivery system controller 142 may receive the first turbine signal from the turbine sensor 210 and determine the first rotational speed of the turbine wheel 208 based on the first turbine signal. The reductant delivery system controller 142 may also receive an exhaust signal (e.g., a first exhaust signal) from the exhaust sensor 154 and determine a UI (e.g., a first UI) based on the first exhaust signal. The reductant delivery system controller 142 may determine a second rotational speed of the turbine wheel 208 based on the first rotational speed and the first UI and cause the motor 202 to rotate the turbine wheel 208 at the second rotational speed via the turbine shaft 200. The reductant delivery system controller 142 may receive another exhaust signal (e.g., a second exhaust signal) from the exhaust sensor 154 and determine a UI (e.g., a second UI) based on the second exhaust signal, wherein the second UI is equal to or greater than the first UI.

[0054] The reductant delivery system controller 142 may determine a power output (e.g., a first power output) of the turbine 116 based on a first rotational speed of the turbine wheel 208, and determine a turbine efficiency (e.g., a first turbine efficiency) based on the first power output. The reductant delivery system controller 142 may also determine a power output (e.g., a second power output) based on a second rotational speed of the turbine wheel 208, and determine a turbine efficiency (e.g., a second turbine efficiency) based on the second power output, wherein the second turbine efficiency is equal to or less than the first turbine efficiency.

[0055] Additionally, the reductant delivery system controller 142 may cause the motor 202 to rotate the turbine wheel 208 at different rotational speeds via the turbine shaft 200 in order to reduce the power output of the internal combustion engine 104 (e.g., active exhaust braking, etc.). The reductant delivery system controller 142 may receive a turbine signal (e.g., a first turbine signal) from a turbine sensor, determine a rotational speed of the turbine wheel 208 (e.g., a first rotational speed) based on the first turbine signal, determine a rotational speed of the turbine wheel 208 (e.g., a second rotational speed) based on the first rotational speed of the turbine wheel 208, and cause the motor 202 to rotate the turbine wheel 208 at the second rotational speed, wherein the second rotational speed is equal to or less than the first rotational speed.

[0056] The following embodiments provide additional configurations to mitigate the consequences of changing the air-fuel ratio within the internal combustion engine 104 when the compressor shaft 204 is coupled to the turbine shaft 200. It should be understood that the following embodiments may be combined with other embodiments disclosed herein.

[0057] The internal combustion engine 104 may include a cylinder-piston assembly. Each of the cylinder-piston assemblies includes a cylinder and a piston configured to be received in the cylinder. Each of the cylinder-piston assemblies is configured to facilitate an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke of the internal combustion engine 104. During the intake stroke, the cylinder is configured to inhale air and fuel. During the compression stroke, the piston is configured to compress the air and fuel in the cylinder. During the combustion stroke, the air and fuel are ignited (e.g., burned, etc.). During the exhaust stroke, the burned fuel and a portion of the unburned fuel (e.g., fuel) and air leave the cylinder-piston assembly.

[0058] The vehicle system 100 may include a fuel pump and a fuel injector fluidically coupled to the fuel pump. Each of the fuel injectors is configured to inject fuel from the fuel pump into one cylinder of the cylinder-piston assembly. The fuel injector is electrically or communicatively coupled to the reductant delivery system controller 142 or the central controller 150. The reductant delivery system controller 142 or the central controller 150 may be configured to control the amount of fuel injected by the fuel injector. The reductant delivery system controller 142 or the central controller 150 may cause the fuel injector to inject a fuel amount corresponding to the pressure of the air provided to the internal combustion engine 104 by the compressor 110 via the engine-compressor air conduit 112 into the cylinder. This allows the internal combustion engine 104 to maintain a target air-fuel ratio.

[0059] The exhaust system 102 may include a recirculation conduit coupled to the engine-turbine exhaust conduit 117 and the internal combustion engine 104. The recirculation conduit facilitates exhaust gas flow from the engine-turbine exhaust conduit 117 to the internal combustion engine 104 so that exhaust gas is recirculated into the internal combustion engine 104 (e.g., exhaust gas recirculation (EGR)). In this configuration, EGR may be reduced to allow the internal combustion engine 104 to inhale (e.g., process) more air from the compressor 110 via the engine-compressor air conduit 112.

[0060] like Figure 3 As shown, the exhaust system 102 may include a valve conduit 300 and a purge valve 302 coupled to the valve conduit 300. The valve conduit 300 is disposed downstream of the compressor 110 and upstream of the engine-compressor air conduit 112. The valve conduit 300 is configured to receive at least a portion of the air from the compressor 110. The purge valve 302 may be operated between at least (i) a first position, in which air flow from the compressor 110 to the engine-compressor air conduit 112 is facilitated (e.g., the purge valve 302 is closed), and (ii) a second position, in which at least a portion of the air flow from the compressor 110 is released to the atmosphere (e.g., the purge valve 302 is open). The purge valve 302 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the purge valve 302 between the first position and the second position. The reductant delivery system controller 142 may also be configured to operate the purge valve 302 at a third position between the first position and the second position (e.g., the purge valve 302 is partially open). The reductant delivery system controller 142 operates the purge valve 302 at a target position (e.g., the first position, the second position, or the third position) based on the rotational speed of the compressor impeller 209. This reduces the amount of air delivered to the internal combustion engine 104 via the engine-compressor air conduit 112, thereby allowing the internal combustion engine 104 to maintain a target air-fuel ratio.

[0061] like Figure 4 As shown, the exhaust system 102 may include an intake throttle valve (e.g., an IAT valve) 304. The IAT valve 304 may be disposed downstream of the compressor 110 and upstream of the engine-compressor air duct 112. The IAT valve 304 may be operable between at least (i) a first position, in which air flow from the compressor 110 to the engine-compressor air duct 112 is facilitated (e.g., the IAT valve 304 is open), and (ii) a second position, in which air flow from the compressor 110 to the engine-compressor air duct 112 is prohibited (e.g., the IAT valve 304 is closed). The IAT valve 304 is configured to throttle (e.g., intermittently allow, etc.) air flow from the compressor 110 to the engine-compressor air duct 112. The IAT valve 304 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the IAT valve 304 between the first position and the second position. The reductant delivery system controller 142 may also be configured to operate the IAT valve 304 at a third position between the first position and the second position (e.g., the IAT valve 304 is partially open). The reductant delivery system controller 142 operates the IAT valve 304 at a target position (e.g., the first position, the second position, or the third position) based on the rotational speed of the compressor impeller 209. This reduces the amount of air delivered to the internal combustion engine 104 via the engine-compressor air conduit 112, thereby allowing the internal combustion engine 104 to maintain a target air-fuel ratio.

[0062] like Figure 5As shown, the exhaust system 102 may include an IAT valve 306. The IAT valve 306 may be disposed downstream of the air source 114 and upstream of the compressor 110. The IAT valve 306 may be operated between at least (i) a first position, in which air flow from the air source 114 to the compressor 110 is facilitated (e.g., the IAT valve 306 is open), and (ii) a second position, in which air flow from the air source 114 to the compressor 110 is prohibited (e.g., the IAT valve 306 is closed). The IAT valve 306 is configured to throttle air flow from the air source 114 to the compressor 110. The IAT valve 306 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the IAT valve 306 between the first position and the second position. The reductant delivery system controller 142 may also be configured to operate the IAT valve 306 at a third position between the first position and the second position (e.g., the IAT valve 306 is partially open). The reductant delivery system controller 142 operates the IAT valve 306 at a target position (e.g., a first position, a second position, or a third position) based on the rotational speed of the compressor impeller 209. This reduces the amount of air delivered to the internal combustion engine 104 via the engine-compressor air conduit 112, thereby allowing the internal combustion engine 104 to maintain a target air-fuel ratio.

[0063] The exhaust system 102 may include a cooler (e.g., a charge air cooler, a refrigerator, a cooling fan and shroud, a coolant supply, etc.) disposed downstream of the compressor 110 and upstream of the engine-compressor air duct 112. The cooler is configured to change the pressure of the air from the compressor 110 by reducing the temperature of the air from the compressor 110 (e.g., cooling the air from the compressor 110). In this manner, the air provided to the internal combustion engine of the vehicle system 100 may be cooled, which may increase the efficiency of the internal combustion engine and / or the power generated by the internal combustion engine.

[0064] The cooler is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the cooler at a target temperature. Based on the rotational speed of the compressor impeller 209, the reductant delivery system controller 142 operates the cooler at a target temperature. The target temperature may correspond to a reduced cooling configuration of the cooler such that the target temperature of the cooler is equal to or approximately equal to the temperature of the air leaving the compressor 110. This may reduce the amount of air delivered to the internal combustion engine 104 via the engine-compressor air conduit 112, thereby allowing the internal combustion engine 104 to maintain a target air-fuel ratio.

[0065] The turbine wheel 208 includes a turbine wheel diameter D1, and the compressor wheel 209 includes a compressor wheel diameter D2. In general, the power demand of the compressor 110 is determined based on the target power output of the internal combustion engine 104. The power demand of the compressor 110 corresponds to the compressor wheel diameter D2 and is configured to be met by the power generation of the turbine 116. The power generation of the turbine 116 corresponds to the turbine wheel diameter D1. Therefore, the turbine wheel diameter D1 matches the compressor wheel diameter D2. In these embodiments, the value of the compressor wheel diameter D2 can be configured to be less than the value corresponding to the target power output of the internal combustion engine 104. This offsets the result of the compressor 110 providing more compressed air to the internal combustion engine 104, thereby allowing the internal combustion engine 104 to operate at the target air-fuel ratio.

[0066] like Figure 6 As shown, the exhaust system 102 may include a compressor-turbine air duct 308 coupled to the engine-compressor air duct 112 and the engine-turbine exhaust duct 117. The compressor-turbine air duct 308 facilitates air flow from the engine-compressor air duct 112 to the engine-turbine exhaust duct 117 such that at least a portion of the air from the compressor 110 is received by the turbine 116. The exhaust system 102 may also include a bypass valve 310 disposed within the compressor-turbine air duct 308. The bypass valve 310 may be operated between at least (i) a first position, in which air flow through the compressor-turbine air duct 308 is facilitated (e.g., the bypass valve 310 is open), and (ii) a second position, in which air flow through the compressor-turbine air duct 308 is prohibited (e.g., the bypass valve 310 is closed). The bypass valve 310 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the bypass valve 310 between the first position and the second position. The reductant delivery system controller 142 may also be configured to operate the bypass valve 310 at a third position between the first position and the second position (e.g., the bypass valve 310 is partially open). Based on the rotational speed of the compressor impeller 209, the reductant delivery system controller 142 operates the bypass valve 310 at a target position (e.g., the first position, the second position, or the third position). This reduces the amount of air delivered to the internal combustion engine 104 via the engine-compressor air duct 112, thereby allowing the internal combustion engine 104 to maintain a target air-fuel ratio. This also increases the amount of fluid (e.g., exhaust, air, exhaust and air mixture, etc.) in the engine-turbine exhaust duct 117, providing more fluid to the turbine 116, thereby increasing the rotational speed of the turbine impeller 208. This can reduce the amount of power required for the motor 202 to rotate the turbine shaft 200, which reduces the energy consumption of the vehicle system 100.

[0067] The above embodiments provide configurations for mitigating the consequences of changing the air-fuel ratio within the internal combustion engine 104 when the compressor shaft 204 is coupled to the turbine shaft 200. The following embodiments provide additional configurations to mitigate the consequences of changing the air-fuel ratio within the internal combustion engine 104 when the compressor shaft 204 is not coupled (e.g., disconnected, etc.) to the turbine shaft 200. It should be understood that the following embodiments may be combined with other embodiments disclosed herein.

[0068] like Figure 7 As shown, the turbocharger 108 may include an actuator 312 coupled to the turbine shaft 200 and the compressor shaft 204. The actuator 312 facilitates engagement (e.g., attachment, coupling, etc.) and disengagement (e.g., separation, disconnection, etc.) of the turbine shaft 200 with the compressor shaft 204. The actuator 312 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured such that the actuator 312 couples or disconnects the turbine shaft 200 with the compressor shaft 204.

[0069] The actuator 312 may be a friction coupling (e.g., an automobile clutch, etc.). The actuator 312 may utilize friction to engage the turbine shaft 200 with the compressor shaft 204, wherein the interface of the turbine shaft 200 contacts the interface of the compressor shaft 204 via friction. The actuator 312 may also be a viscous coupling (e.g., a transmission torque converter, etc.). The actuator 312 may utilize a viscous (e.g., viscous, sticky, etc.) fluid to engage the turbine shaft 200 with the compressor shaft 204. The actuator 312 may also be a solid coupling (e.g., a keyway coupling, a slot nut assembly, a Spartan locker, etc.) and include a turbine portion and a compressor portion. In some embodiments, the turbine portion is attached to the turbine shaft 200, and the compressor portion is selectively attached to and separated from the compressor shaft 204. In other embodiments, the compressor portion is attached to the compressor shaft 204, and the turbine portion is selectively attached to and separated from the turbine shaft 200.

[0070] The actuator 312 may include an electronic solenoid assembly configured to selectively engage and disengage the turbine shaft 200 from the compressor shaft 204. The electronic solenoid assembly may be operated between at least (i) a first position, in which the turbine shaft 200 is engaged with the compressor shaft 204 (e.g., the electronic solenoid assembly is extended), and (ii) a second position, in which the turbine shaft 200 is disengaged from the compressor shaft 204 (e.g., the electronic solenoid assembly is retracted). The reductant delivery system controller 142 may be configured to operate the electronic solenoid assembly between the first position and the second position.

[0071] The actuator 312 may include an attachment body configured to be pneumatically or hydraulically operated. A pressurized fluid (e.g., air source 114, reductant source 130, engine oil, vehicle hydraulic fluid, DEF, etc.) may be used to operate the attachment body. The attachment body may be operated between at least (i) a first position and (ii) a second position, in which the turbine shaft 200 is engaged with the compressor shaft 204 (e.g., the attachment body is extended) and in which the turbine shaft 200 is disengaged from the compressor shaft 204 (e.g., the attachment body is retracted). The reductant delivery system controller 142 may be configured to operate the attachment body between the first position and the second position via the pressurized fluid.

[0072] The actuator 312 may include an electromagnet configured to (i) attract the turbine shaft 200 and the compressor shaft 204 and (ii) engage and disengage the turbine shaft 200 with the compressor shaft 204 via an electric current. The electromagnet may be operated between at least (i) a first position, in which the electromagnet (a) attracts the turbine shaft 200 and the compressor shaft 204 and (b) engages the turbine shaft 200 with the compressor shaft 204 (e.g., the electromagnet is turned on), and (ii) a second position, in which the electromagnet (a) does not attract the turbine shaft 200 and the compressor shaft 204 and (b) does not engage or disengages the turbine shaft 200 with the compressor shaft 204 (e.g., the electromagnet is turned off). The reductant delivery system controller 142 may be configured to operate the electromagnet between the first position and the second position via an electric current.

[0073] like Figure 8 As shown, the turbocharger 108 may include a motor 314 (e.g., a second motor, a compressor motor, etc.) coupled to the compressor shaft 204. The motor 314 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured such that the motor 314 rotates the compressor impeller 209 via the compressor shaft 204. The motor 314 allows the rotation of the compressor impeller 209 to be controlled independently of the turbine shaft 200. The reductant delivery system controller 142 may cause the motor 202 to rotate the turbine impeller 208 via the turbine shaft 200 at a turbine rotation speed to increase the swirl in the exhaust gas. At the same time, the reductant delivery system controller 142 may cause the motor 314 to rotate the compressor impeller 209 at a compressor rotation speed to provide a target air-fuel ratio in the internal combustion engine 104. In some embodiments, the turbine rotation speed is higher than the compressor rotation speed. In other embodiments, the turbine rotation speed (i) is equal to the compressor rotation speed or (ii) is less than the compressor rotation speed. In some embodiments, turbine 116 , turbine shaft 200 , and motor 202 are located in a different portion (eg, compartment, section, etc.) of vehicle system 100 than compressor 110 , compressor shaft 204 , and motor 314 .

[0074] like Fig. 9 As shown, the turbocharger 108 may include a gearbox 316 (e.g., a transmission, a gear train, etc.) coupled to the turbine shaft 200 and the compressor shaft 204. The gearbox 316 includes a plurality of gears. Each of the gears is configured to set the gearbox 316 to a target gear ratio, wherein at a gear ratio of 1:1, the turbine rotation speed is equal to the compressor rotation speed. The gearbox 316 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to cause the gearbox 316 to select a gear based on the turbine rotation speed. This allows the reductant delivery system controller 142 to (i) cause the motor 202 to rotate the turbine impeller 208 via the turbine shaft 200 at the turbine rotation speed to increase the swirl in the exhaust gas, and (ii) cause the gearbox 316 to select a gear that rotates the compressor impeller 209 via the compressor shaft 204 at a compressor rotation speed associated with a target air-fuel ratio of the internal combustion engine 104. In some embodiments, at a first gear ratio, the turbine rotational speed is equal to the compressor rotational speed, at a second gear ratio, the turbine rotational speed is higher than the compressor rotational speed, and at a third gear ratio, the turbine rotational speed is lower than the compressor rotational speed.

[0075] like Figure 10-12 and Figure 14-16 As shown, the motor 202 can operate between a driving mode and a driven mode. In the driving mode, the motor 202 is configured to rotate the turbine shaft 200. In the driven mode, the motor 202 is configured to act as a generator by generating electricity using the rotation of the turbine shaft 200. The reductant delivery system controller 142 can be configured to operate the motor 202 between the driving mode and the driven mode. In the driven mode, the motor 202 reduces the turbine rotation speed via an electrical load, thereby causing an increase in the swirl in the exhaust gas. The following embodiments provide additional configurations when the compressor shaft 204 is coupled to the turbine shaft 200. It should be understood that the following embodiments can be combined with other embodiments disclosed herein.

[0076] like Fig.10 As shown, the vehicle system 100 may include an electrical load 318 (e.g., a battery, a fuel cell, a power source to the air pump 138, a power source to the reductant pump 132, a power source to the dosing module 128, etc.). The electrical load 318 may be electrically or communicatively coupled to the motor 202 such that the electrical load 318 is configured to receive energy generated by the motor 202. Energy in the electrical load 318 may be used to charge a vehicle battery, power an exhaust electric heater, power an electric heater for an exhaust-treatment fluid mixer, etc.

[0077] like Fig.11As shown, the bypass system 118 may include a heater 320 (e.g., a grid gas heater, a resistance heater, an electric heater, etc.) disposed downstream of the bypass valve 124 and upstream of the bypass outlet pipe 122. The heater 320 is configured to increase the temperature of the exhaust gas. The heater 320 is electrically or communicatively connected to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the heater 320 at a target temperature. Based on the UI of the exhaust signal from the exhaust gas sensor 154, the reductant delivery system controller 142 operates the heater 320 at a target temperature. Increasing the temperature of the exhaust gas may allow the SCR catalyst component 152 to quickly transition from ambient temperature to operating temperature. In addition, increasing the temperature of the exhaust gas may improve the mixing between the exhaust gas and the treatment fluid and reduce the accumulation of deposits in the exhaust gas duct system 106. The heater 320 may be electrically or communicatively connected to the electric load 318 or the motor 202 so that the heater 320 receives the energy generated by the motor 202.

[0078] like Fig.12 As shown, the exhaust system 102 may include a heater 322 (e.g., a surface heater, a resistive heater, an electric heater, etc.) disposed around at least a portion of the injection housing 126. The heater 322 is configured to increase the temperature of the exhaust gas and the treatment fluid within the injection housing 126. The heater 322 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the heater 322 at a target temperature. Based on a uniformity index of an exhaust gas signal from the exhaust gas sensor 154, the reductant delivery system controller 142 operates the heater 322 at a target temperature. Increasing the temperature of the exhaust gas may allow the SCR catalyst component 152 to quickly transition from ambient temperature to an operating temperature and improve mixing between the exhaust gas and the treatment fluid. Due to the injection of the treatment fluid occurring in the injection housing 126 via the injector 136, the injection housing 126 may be most prone to accumulating deposits of the treatment fluid along its surface (e.g., a primary impact zone, etc.). Increasing the temperature of the exhaust gas via the heater 322 may reduce deposit accumulation in the injection housing 126 and the exhaust duct system 106. The heater 322 may be electrically or communicatively coupled to the electrical load 318 or the motor 202 such that the heater 320 receives energy generated by the motor 202 .

[0079] like Fig.13As shown, the heater 322 may include a cover 324, a plurality of heating elements 326, and a plurality of spacers 328 (e.g., wedges, etc.). The cover 324 is coupled to the outer portion of the heating element 326 and the outer portion of the spacer 328. The cover 324 is configured to protect the heating element 326 and the spacer 328. The cover 324 is also configured to isolate the heat generated within the heater 322 and promote the heat to flow to the exhaust and process fluid within the injection housing 126. Each heating element 326 is coupled to the inner portion of the cover 324 and the side portion of the spacer 328. Each of the heating elements 326 is configured to generate heat via energy (e.g., electric current). Each of the spacers 328 is coupled to the inner portion of the cover 324 and the side portion of the heating element 326. Each of the spacers 328 is configured to be coupled to the injection housing 126 and provide structural rigidity to the heater 322. In some embodiments, the cover 324 is a stainless steel can, the heating element 326 includes a cordierite plate and molybdenum, and the spacer 328 is made of metal (eg, fabricated from metal, etc.).

[0080] like Fig.14 As shown, the exhaust system 102 may include a heater 330 (e.g., a surface heater, a resistive heater, an electric heater, etc.) disposed at least partially around the reductant source 130. The heater 330 is configured to increase the temperature of the reductant source 130, thereby increasing the temperature of the treatment fluid inside the reductant source 130. The heater 330 is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the heater 330 at a target temperature. Based on the UI from the exhaust signal via the exhaust gas sensor 154, the reductant delivery system controller 142 operates the heater 330 at the target temperature. Increasing the temperature of the treatment fluid may allow the treatment fluid to decompose faster when it is injected into the injection housing 126 via the injector 136, thereby improving the reduction of NOx emissions. In addition, the treatment fluid may solidify (e.g., freeze, etc.) at low temperatures or after a long period of stagnation. Increasing the temperature of the treatment fluid may allow the treatment fluid to return to the target temperature, wherein the treatment fluid is mainly in liquid form. The heater 330 may be electrically or communicatively coupled to the electrical load 318 or the motor 202 such that the heater 330 receives energy generated by the motor 202 .

[0081] Although the power generated by the motor 202 can be used to power the electrical load 318 and other components (e.g., heater 320, heater 322, heater 330, etc.), configuring the motor 202 in a slave mode and coupling the turbine shaft 200 to the compressor shaft 204 affects the air provided by the compressor 110. Slowing down the turbine shaft 200 via the motor 202 causes the compressor 110 to provide less air to the internal combustion engine 104, thereby changing the air-fuel ratio within the internal combustion engine 104. Depending on the power requirements of the internal combustion engine 104, this may not be desirable. The following embodiments provide configurations that mitigate this result when the compressor shaft 204 is not coupled (e.g., separated, etc.) to the turbine shaft 200. It should be understood that the following embodiments can be combined with other embodiments disclosed herein.

[0082] The internal combustion engine 104 may include a cylinder-piston assembly. The vehicle system 100 may include a fuel pump and a fuel injector fluidically coupled to the fuel pump. Each of the fuel injectors is configured to inject fuel from the fuel pump into a cylinder of the cylinder-piston assembly. The fuel injector is electrically or communicatively coupled to a reductant delivery system controller 142 or a central controller 150. The reductant delivery system controller 142 or the central controller 150 may be configured to control the amount of fuel injected by the fuel injector. The reductant delivery system controller 142 or the central controller 150 may enable the fuel injector to inject a fuel amount corresponding to the pressure of the air provided to the internal combustion engine 104 by the compressor 110 via the engine-compressor air conduit 112 into the cylinder. This allows the internal combustion engine 104 to maintain a target air-fuel ratio.

[0083] The exhaust system 102 may include a recirculation conduit coupled to the engine-turbine exhaust conduit 117 and the internal combustion engine 104. The recirculation conduit facilitates EGR. In this configuration, EGR may be increased to allow the internal combustion engine 104 to inhale more exhaust gas from the engine-turbine exhaust conduit 117 as compensation for the reduced amount of air.

[0084] The exhaust system 102 may include a cooler disposed downstream of the compressor 110 and upstream of the engine-compressor air conduit 112. The cooler is configured to change the pressure of the air from the compressor 110 by reducing the temperature of the air from the compressor 110. In this way, air provided to the internal combustion engine of the vehicle system 100 may be cooled, which may increase the efficiency of the internal combustion engine and / or the power generated by the internal combustion engine.

[0085] The cooler is electrically or communicatively coupled to the reductant delivery system controller 142. The reductant delivery system controller 142 may be configured to operate the cooler at a target temperature. Based on the rotational speed of the compressor impeller 209, the reductant delivery system controller 142 operates the cooler at a target temperature. The target temperature may correspond to a normal or high cooling configuration of the cooler, such that the target temperature of the cooler is less than the temperature of the air leaving the compressor 110. This may reduce the pressure of the air from the compressor 110, thereby increasing the amount of air delivered to the internal combustion engine 104 via the engine-compressor air conduit 112, and allowing the internal combustion engine 104 to maintain a target air-fuel ratio.

[0086] The value of compressor wheel diameter D2 may be configured to be greater than a value corresponding to a target power output of internal combustion engine 104. This offsets the result of compressor 110 providing less compressed air to internal combustion engine 104, thereby allowing internal combustion engine 104 to operate at a target air-fuel ratio.

[0087] like Fig.15 As shown, the turbocharger 108 may include a motor 314 coupled to the compressor shaft 204. The reductant delivery system controller 142 may cause the motor 314 to rotate the compressor impeller 209 via the compressor shaft 204 at a rotational speed that satisfies a target air-fuel ratio within the internal combustion engine 104 while the motor 202 is operated in a slave mode. In some embodiments, the motor 314 may be electrically or communicatively coupled to the electric load 318 or the motor 202 such that the motor 314 receives energy generated by the motor 202.

[0088] like Fig.16 As shown, compressor shaft 204 may be coupled to internal combustion engine 104 and configured to rotate based on power generation (e.g., crankshaft power, etc.) of internal combustion engine 104. The rotational speed of compressor 110 will be based on the power generation of internal combustion engine 104, thereby allowing internal combustion engine 104 to maintain a target air-fuel ratio.

[0089] The turbocharger 108 may include a gearbox 316 coupled to the turbine shaft 200 and the compressor shaft 204. The reductant delivery system controller 142 may be configured to cause the gearbox 316 to select a gear based on the turbine rotational speed. This allows the reductant delivery system controller 142 to (i) cause the motor 202 to rotate the turbine impeller 208 via the turbine shaft 200 at the turbine rotational speed to increase swirl in the exhaust gas, and (ii) cause the gearbox 316 to select a gear that rotates the compressor impeller 209 via the compressor shaft 204 at a rotational speed associated with a target air-fuel ratio of the internal combustion engine 104.

[0090] III. Overview of Example Embodiments Although this specification contains many specific implementation details, these should not be interpreted as limitations on the scope of the content that can be claimed, but should be interpreted as descriptions of features that are unique to specific implementations. Certain features described in this specification in the context of separate implementations can also be implemented in combination in a single implementation. On the contrary, the various features described in the context of a single implementation can also be implemented individually or in any suitable sub-combination in multiple implementations. Moreover, although features can be described as working in certain combinations and even initially claimed as such, one or more features from the claimed combination can be deleted from the combination in some cases, and the claimed combination can involve a sub-combination or a deformation of the sub-combination.

[0091] As utilized herein, the terms "substantially," "approximately," "about," and similar terms are intended to have a broad meaning consistent with common and accepted usage by those of ordinary skill in the art to which the subject matter of the present disclosure belongs. Those skilled in the art who review the present disclosure should understand that these terms are intended to allow description of certain features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Therefore, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the present invention as described in the appended claims.

[0092] As used herein, the term "coupled" and similar terms mean the joining of two components directly or indirectly to one another. Such joining may be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such joining may be achieved by the two components, or the two components and any additional intermediate components, being integrally formed as a single unitary body with one another, or by the two components, or the two components and any additional intermediate components, being attached to one another.

[0093] As used herein, the term "fluidically coupled to" and the like means that two components or objects have a path formed between the two components or objects in which a fluid (such as air, exhaust gas, liquid reductant, gaseous reductant, aqueous reductant, gaseous ammonia, etc.) can flow with or without an intermediate component or object. Examples of fluid couplings or configurations for achieving fluid communication may include pipes, channels, or any other suitable components for achieving the flow of a fluid from one component or object to another component or object.

[0094] It is important to note that the structure and arrangement of the various systems shown in the various example embodiments are illustrative and non-restrictive in nature. All changes and modifications within the spirit and / or scope of the described embodiments need to be protected. It should be understood that some features may not be necessary, and embodiments lacking various features may be considered to be within the scope of the present disclosure, which is defined by the appended claims. When the language "a portion" is used, the item may include a portion and / or the entire item unless explicitly stated to the contrary.

[0095] In addition, in the context of a list of elements, the term "or" is used in its inclusive sense (rather than its exclusive meaning) so that when used in an associated list of elements, the term "or" means one, some, or all of the elements in the list. Unless otherwise explicitly stated, conjunction language such as the phrase "at least one of X, Y, and Z" is understood in the context to be generally used to convey that an item, term, etc. can be X, Y, Z, X and Y, X and Z, Y and Z, or X, Y and Z (i.e., any combination of X, Y, and Z). Therefore, unless otherwise specified, such conjunction language is generally not intended to imply that certain embodiments require at least one X, at least one Y, and at least one Z to each be present.

[0096] In addition, unless otherwise indicated, the range of values ​​used herein (e.g., W1 to W2, etc.) includes the maximum and minimum values ​​of the range (e.g., W1 to W2 includes W1 and includes W2, etc.). In addition, unless otherwise indicated, the range of values ​​(e.g., W1 to W2, etc.) is not necessarily required to include intermediate values ​​in the range of values ​​(e.g., W1 to W2 may only include W1 and W2, etc.).

Claims

1. A transportation system, comprising: A turbocharger, the turbocharger comprising: a turbine configured to receive exhaust gas from an engine-turbine exhaust duct, -- a shaft coupled to the turbine, and -- a motor coupled to the shaft; a controller configured to cause the motor to rotate the shaft; an injection housing directly coupled to the turbine or to a turbine-casing exhaust duct directly coupled to the turbine, the injection housing being configured to receive exhaust gas from the turbine or from the turbine-casing exhaust duct; and A dosing module is coupled to the injection housing, the dosing module including an injector configured to inject a treatment fluid into the injection housing.

2. The vehicle system according to claim 1, further comprising: an engine-compressor air duct configured to provide air to the engine; wherein the turbocharger further comprises a compressor coupled to the engine-compressor air duct and configured to provide air to the engine-compressor air duct; and Wherein, the shaft is coupled to the compressor.

3. The vehicle system of claim 2, wherein: The compressor comprises: Internal part, an impeller coupled to the shaft and configured to (i) be at least partially received within the inner portion and (ii) rotate, and a compressor sensor configured to (i) be at least partially received within the interior portion and (ii) provide a first compressor signal associated with a first rotational speed of the impeller; and The controller is configured to: receiving the first compressor signal from the compressor sensor, determining the first rotational speed based on the first compressor signal, determining a second rotational speed of the impeller based on the first rotational speed of the impeller, the second rotational speed of the impeller being greater than the first rotational speed of the impeller, and The motor is caused to rotate the impeller at the second rotational speed.

4. The vehicle system according to claim 3, further comprising: a bypass inlet conduit coupled to the engine-turbine exhaust conduit; a bypass outlet conduit fluidly coupled to the injection housing; as well as a bypass valve coupled to the bypass inlet conduit and the bypass outlet conduit, the bypass valve being operable between at least a first position in which exhaust gas flow from the bypass inlet conduit to the bypass outlet conduit is facilitated and a second position in which exhaust gas flow from the bypass inlet conduit to the bypass outlet conduit is inhibited, Wherein the controller is configured to operate the bypass valve at the first position after causing the motor to rotate the impeller at the second rotational speed.

5. The vehicle system according to claim 4, further comprising: a heater disposed downstream of the bypass valve and upstream of the bypass outlet conduit, the heater being configured to increase a temperature of the exhaust gas; and an exhaust gas sensor disposed downstream of the injection housing and configured to provide an exhaust gas signal associated with the exhaust gas, Wherein, the controller is further configured as: receiving the exhaust signal from the exhaust gas sensor, determining a uniformity index based on the exhaust signal, determining a target temperature based on the uniformity index, and The heater is operated at the target temperature.

6. The vehicle system according to claim 2, further comprising: A valve is disposed downstream of the compressor and upstream of the engine-compressor air duct, the valve being configured to regulate air flow from the compressor to the engine-compressor air duct.

7. The vehicle system of claim 6, wherein: the valve is a purge valve operable between at least a first position, in which air flow from the compressor to the engine-compressor air duct is facilitated, and a second position, in which at least a portion of the air flow from the compressor is released to the ambient environment; or The valve is an intake throttle valve operable between at least a first position to facilitate air flow from the compressor to the engine-compressor air duct and a second position to inhibit air flow from the compressor to the engine-compressor air duct.

8. The vehicle system according to claim 2, further comprising: a valve disposed downstream of an air source configured to provide air and upstream of the compressor, the valve being configured to regulate air flow from the air source to the compressor; The compressor comprises: -- the internal part, an impeller coupled to the shaft and configured to (i) be at least partially received within the inner portion and (ii) rotate, and -- a compressor sensor configured to (i) be at least partially received within the interior portion and (ii) provide a first compressor signal associated with a rotational speed of the impeller; and Wherein, the controller is configured as: receiving the compressor signal from the compressor sensor, determining the rotational speed based on the compressor signal, determining a target position based on the rotational speed, and The valve is operated at the target position.

9. The vehicle system according to claim 2, further comprising: a compressor-turbine air duct coupled to the engine-compressor air duct and the engine-turbine exhaust duct; and A bypass valve is disposed within the compressor-turbine air duct, the bypass valve being configured to regulate air flow from the engine-compressor air duct via the compressor-turbine air duct to the engine-turbine exhaust duct.

10. The vehicle system of claim 1, further comprising: a housing-catalyst exhaust conduit, the housing-catalyst exhaust conduit being directly coupled to the injection housing; and A selective catalytic reduction (SCR) catalyst component is coupled to the housing-catalyst exhaust conduit such that the SCR catalyst component is directly coupled to the turbine.

11. The vehicle system of claim 1 , further comprising: an exhaust gas sensor located downstream of the injection housing and configured to provide (i) a first exhaust gas signal associated with the exhaust gas and (ii) a second exhaust gas signal associated with the exhaust gas; Wherein, the turbine comprises: -- the internal part, an impeller coupled to the shaft and configured to (i) be at least partially received within the inner portion and (ii) rotate, and -- a turbine sensor configured to (i) be at least partially received within the interior portion and (ii) provide a first turbine signal associated with a first rotational speed of the impeller; and Wherein, the controller is configured as: receiving the first turbine signal from the turbine sensor, determining the first rotational speed of the impeller based on the first turbine signal, receiving the first exhaust signal from the exhaust gas sensor, determining a first uniformity index based on the first exhaust signal, determining a second rotational speed of the impeller based on the first rotational speed and the first uniformity index, causing the motor to rotate the impeller at the second rotational speed, receiving the second exhaust signal from the exhaust gas sensor after causing the motor to rotate the impeller at the second rotational speed, and A second uniformity index is determined based on the second exhaust signal, the second uniformity index being equal to or greater than the first uniformity index.

12. The vehicle system of claim 11, wherein: The controller is configured to: determining a first power output of the turbine based on the first rotational speed of the impeller, determining a first turbine efficiency based on the first power output, determining a second power output of the turbine based on the second rotational speed of the impeller, and A second turbine efficiency is determined based on the second power output, the second turbine efficiency being equal to or less than the first turbine efficiency.

13. The vehicle system of claim 1, wherein: The turbine comprises: Internal part, an impeller coupled to the shaft and configured to (i) be at least partially received within the inner portion and (ii) rotate, and a turbine sensor configured to (i) be at least partially received within the interior portion and (ii) provide a first turbine signal associated with a first rotational speed of the impeller; and The controller is configured to: receiving the first turbine signal from the turbine sensor, determining the first rotational speed of the impeller based on the first turbine signal, determining a second rotational speed of the impeller based on the first rotational speed of the impeller, and The motor is caused to rotate the impeller at the second rotational speed, wherein the second rotational speed is equal to or less than the first rotational speed.

14. The vehicle system of claim 1, further comprising: a battery capable of communicating with the motor; Wherein, the motor is operable between a driving mode and a driven mode, and the motor is configured as follows: rotating the shaft in the drive mode, and The rotation of the shaft is used to generate electricity in the driven mode.

15. The vehicle system of claim 1, further comprising: a heater disposed about at least a portion of the injection housing, the heater configured to increase a temperature of at least one of the exhaust gas or the process fluid in the injection housing; and an exhaust gas sensor disposed downstream of the injection housing and configured to provide an exhaust gas signal associated with the exhaust gas, Wherein, the controller is configured as: receiving the exhaust signal from the exhaust gas sensor, determining a uniformity index based on the exhaust signal, determining a target temperature based on the uniformity index, and The heater is operated at the target temperature.

16. A transportation system, comprising: A turbocharger, the turbocharger comprising: a turbine configured to receive exhaust gas from an engine-turbine exhaust duct, -- a turbine shaft coupled to the turbine, - a first motor coupled to the turbine shaft, a compressor configured to provide air to an engine-compressor air duct configured to provide air to the engine, and - a compressor shaft coupled to the compressor, the compressor shaft being rotatable independently of the turbine shaft; a controller configured to cause the first motor to rotate the turbine shaft; an injection housing directly coupled to the turbine or to a turbine-casing exhaust duct directly coupled to the turbine, the injection housing being configured to receive exhaust gas from the turbine or from the turbine-casing exhaust duct; and A dosing module is coupled to the injection housing, the dosing module including an injector configured to inject a treatment fluid into the injection housing.

17. The vehicle system of claim 16, further comprising: an actuator coupled to the turbine shaft and the compressor shaft, the actuator being operable to engage and disengage the turbine shaft from the compressor shaft, Wherein the turbine shaft and the compressor shaft have the same rotational speed when engaged by the actuator.

18. The vehicle system of claim 16, further comprising a second motor coupled to the compressor shaft, in, The controller is configured to cause the second motor to rotate the compressor shaft.

19. The vehicle system of claim 16, further comprising: A gearbox is coupled to the turbine shaft and the compressor shaft, the gearbox including a plurality of gears configured to adjust a compressor rotational speed of the compressor shaft relative to a turbine rotational speed of the turbine shaft.

20. A transportation system, comprising: An engine, the engine comprising: -- Crankshaft, a cylinder-piston assembly configured to rotate the crankshaft, the cylinder-piston assembly comprising a cylinder, and - a fuel injector, the fuel injector corresponding to the cylinder-piston assembly, the fuel injector being configured to inject fuel into the cylinder; A turbocharger, the turbocharger comprising: a turbine configured to receive exhaust gas from an engine-turbine exhaust duct, -- a turbine shaft coupled to the turbine, - a first motor coupled to the turbine shaft, a compressor configured to provide air to an engine-compressor air duct configured to provide air to the engine, and - a compressor shaft coupled to the compressor and the crankshaft; a controller configured to (i) cause the first motor to rotate the turbine shaft, and (ii) control an amount of fuel injected by the fuel injector based on a pressure of air provided by the compressor to the engine via the engine-compressor air conduit; an injection housing directly coupled to the turbine or to a turbine-casing exhaust duct directly coupled to the turbine, the injection housing being configured to receive exhaust gas from the turbine or from the turbine-casing exhaust duct; and A dosing module is coupled to the injection housing, the dosing module including an injector configured to inject a treatment fluid into the injection housing.

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