5609 results about "Supercharger" patented technology

A multi-port reconfigurable battery has at least one bank of statically joined series connected battery cells, each including a positive and negative pole connected through switches to respective output connections on at least one port. Processor controlled switches reconfigure the cells to provide power for electrical loads on one or more ports and simultaneously provide charging on one or more other ports. An alternative configuration divides groups of series connected cells into separate battery banks that permit other configurations. Ports are configurable to share one electrically common connection with other ports providing a simplified configuration (multi-tap reconfigurable battery). Applications include selectable motor speed control and battery regeneration schemes matched to motor output, and single or multiphase AC power output at selectable frequencies for use as an Uninterruptible Power Supply. The battery is also described as a power source for a forced-air induction system (e.g. electric supercharger) for a combustion engine.

A damper includes a piston rod, a damping piston, at least one cylinder containing a damping liquid, a fixed partition member for partitioning the interior of the damper into two liquid chambers, a pressure source, and a valve in communication with the pressure source which reacts as a function of the pressure. The valve can also be in communication with additional forces, such as mechanical spring forces, which can be adjustable. The valve can include a pressure intensifier. The valve generates fluid flow resistance during flow of liquid in a first direction through the partition member. The fluid flow resistance in the first direction varies according to the amount of force communicated to the valve by the pressure source and any additional forces. The partition member can include means for providing low-resistance return flow of liquid in a second direction.

To offer a fuel supply system and fuel supply method for direct injection engine that realizes higher output. In a fuel supply system for direct injection engine of the present invention, equipped with a primary fuel injector that injects fuel directly into the cylinder of the direct injection engine and supercharger that increase the intake air quantity of the engine, a secondary fuel injector is installed in addition to the primary fuel injector. In a specified engine load area, fuel is supplied using the primary fuel injector and secondary fuel injector. Even though the fuel quantity injected from the primary fuel injector into the cylinder is limited, the fuel supply system for direct injection engine constructed as above can increase the engine output because the fuel insufficiency can be supplied by the secondary fuel injector.

An electrically controlled turbocharger has a motor mounted on a shaft in a motor housing between a turbine and compressor. Oil is sprayed onto the motor stator to cool the stator. An oil gallery is disposed above the stator to receive lubricating oil and contains apertures that perform as jets to allow oil to be sprayed directly on the motor stator. A coolant jacket is formed in the turbocharger housing between the turbine and the motor to allow liquid coolant to circulate therein and dissipate heat from the turbine end prior to reaching the motor components. Other embodiments provide for a stator component to be submerged in flowing cooling oil.

An internal combustion engine (100) includes a first exhaust manifold (120), and a second exhaust manifold (118) fluidly connected to the first exhaust manifold (120) through an exhaust valve (122). An exhaust gas recirculation (EGR) cooler (124) constantly fluidly connects the second exhaust manifold (118) with an intake manifold (112). A turbocharger (102) has a turbine (126) in fluid communication with the first exhaust manifold (120), and a compressor (132) in fluid communication with a supercharger (140). A charge air cooler (150) fluidly connects the supercharger (140) with the intake manifold (112).

An engine with cylinder deactivation (Displacement on Demand or DOD™) includes standard (STD) cylinders which are not deactivated and DOD cylinders which can be deactivated by closing their intake and exhaust valves and shutting off their fuel supply. To provide smooth transitions, the STD and DOD cylinders form separate groups each supplied with charge air through one or more separate throttles. When switching to DOD operation, the throttles are oppositely actuated to cut out the DOD cylinders and maintain torque in the active cylinders prior to deactivation of the cylinder valves. When returning to STD operation, the valves are reactivated before oppositely actuating the throttles to enable full cylinder operation. In DOD operation, a small supercharger may be operated to boost torque of the operating STD cylinders and thus increase the DOD operating range.

The invention relates to a system and method for improving the emission characteristics of a pressure-charged internal combustion engine. The engine (1) has an intake line (2) and an exhaust-gas line (4) and at least two exhaust-gas turbochargers (6, 7) connected in series. Each turbocharger has a turbine (6a, 7a) in the exhaust-gas line (4) and a compressor (6b, 7b) in the intake line (2). The first exhaust-gas turbocharger (6) serves as high-pressure stage (6). The second exhaust-gas turbocharger (7) serves as low-pressure stage (7). Two exhaust-gas aftertreatment systems are located in between and after the turbines.

A booster assembly for a gas turbine engine having a first rotor assembly comprising a low pressure turbine drivingly connected to a fan via a first shaft and a second rotor assembly comprising a second turbine drivingly connected to a high pressure compressor via a second shaft. The booster assembly comprises a further compressor arranged to be disposed about said common axis between the fan and high-pressure compressor in a direction of flow and a gearing having first and second input rotors and an output rotor. The first input rotor is arranged to be driven by the first rotor assembly and the second input rotor is arranged to be driven by the second rotor assembly such that the output rotor drives the further compressor in dependence upon the difference in rotational speed between the first and second rotor assemblies.

A hybrid input differential engine system comprising a planetary gear set. Preferably, an ICE is connected to the planet gear carrier, the output shaft is connected to the ring gear, and the sun gear is connected to a supercharger/expander and an electric or hydraulic motor/generator. As engine torque increases, the supercharger speeds up, increasing torque still further, enabling a small displacement engine to have very high torque at low RPM. In cruise conditions, the sun gear direction is reversed by the motor/generator, causing the supercharger to act as an expander for efficiently throttling the engine. The motor/generator modulates the speed/torque relationships between the engine and the supercharger/expander. A second motor/generator may be used on the output shaft. The electric machines and electric storage may be downsized because less electrical power is needed for the operation of the system.

A hydrogen-powered hybrid powertrain system includes a hydrogen-fuelled internal combustion engine operating at a lean air/fuel mixture, and a supercharger for boosting a primary drive torque produced by the engine primarily over a high operating speed range. An electric motor/generator generates a secondary drive torque for the vehicle, such that the secondary drive torque complements the boosted primary drive torque over at least a low operating speed range of the powertrain. A disconnect clutch disposed between the engine and the motor/generator engages and disengages the engine from the motor/generator, and serves to transfer the boosted primary driver torque through the motor/generator and to a power transmission system. The input at the power transmission is thus a combination of the boosted primary drive torque and the secondary drive torque having an enhanced torque characteristic over at least the low operating speed range.

A system for a diesel engine having an intake manifold and an exhaust manifold, comprising a turbocharger coupled between the intake and exhaust manifolds of the engine; a low pressure exhaust gas recirculation system with a first end coupled to the exhaust manifold downstream of the turbocharger and a second end coupled to the intake manifold upstream of the turbocharger, said low pressure exhaust gas recirculation having a first valve coupled thereto for regulating flow; a high pressure exhaust gas recirculation system with a first end coupled to the exhaust manifold upstream of the turbocharger and a second end coupled to the intake manifold downstream of the turbocharger, said high pressure exhaust gas recirculation having a second valve coupled thereto for regulating flow; a first mass airflow sensor coupled in the engine intake manifold upstream of said second end of said low pressure exhaust gas recirculation system; a second mass airflow sensor coupled in the engine intake manifold downstream of said second end of said low pressure exhaust gas recirculation system and upstream of said second end of said high pressure exhaust gas recirculation system.

A system for a diesel engine having an intake manifold and an exhaust manifold, comprises a turbocharger between the intake and exhaust manifolds of the engine; a low pressure exhaust gas recirculation system with a first end coupled to the exhaust manifold downstream of the turbocharger and a second end couple to the intake manifold upstream of the turbocharger, said low pressure exhaust gas recirculation having a first valve coupled thereto for regulating flow; a high pressure exhaust gas recirculation system with a first end coupled to the exhaust manifold upstream of the turbocharger and a second end coupled to the intake manifold downstream of the turbocharger, said high pressure exhaust gas recirculation having a second valve coupled thereto for regulating flow; a first mass airflow sensor coupled in the engine intake manifold upstream of an inlet of said second end of said low pressure exhaust gas recirculation system; and a control system configured to diagnose the degradation of said first mass airflow sensor.

Disclosed is an intake control device for a supercharged and intercooled gas engine. By coaxial control bidirectional pressure relief means, the output pressure of two superchargers is simultaneously controlled by the aid of one device, the technical problem of unbalanced output pressure of the two superchargers is solved, a complicated structure respectively controlling the output pressure of the two superchargers is simplified, functional cost is reduced, reliability is improved, the influence of a balancer on maximum intake flow of the engine is thoroughly eliminated, and the maximum output power of the engine is improved. The device is applicable to the gas engine with air and gas respectively supercharged and intercooled.

A supercharged internal combustion engine system wherein the supercharger assembly includes an ejector pump driven by high-pressure air for pumping intake air into engine combustion chamber. The ejector pump uses a supersonic driving nozzle and a diffuser, each of which can be provided either with a fixed throat area or with a variable throat area. The system includes means for sensing engine power demand and controlling the supercharging action. Effective supercharging with fast response to demand is achieved even at low engine speeds. During periods of natural engine aspiration the ejector pump can be by-passed to reduce flow impedance. The invention permits increasing power output from small displacement engines. As a result, acceleration and grade ascent capabilities of automotive vehicles with small displacement engines having good fuel economy is improved. The system can be also operated to reduce engine exhaust emissions during cold start.

A boost system comprising a turbocharger, a supercharger operable as either a compressor or an expander. Air flows through the turbocharger, optionally through a first charge air cooler CAC1, then through the supercharger, a second charge air cooler CAC2, and into the engine. At low engine speeds, the supercharger may be used to compress air, which is tempered by CAC2. At high engine speeds, the turbocharger has excess capacity, resulting in a hot compressed air stream. The supercharger operates as an expander to cool the air stream and reduce the air pressure and temperature to a desired level. Temperature may be reduced to a level below that desired for combustion; CAC2 then rewarms the air, thereby storing cooling capacity. A useful embodiment incorporates a turbocharger with a hybrid gas/electric or diesel/electric engine arrangement wherein a supercharger and a starter/generator/motor are disposed on a disconnectable secondary drive powered by the engine.

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

The invention discloses an acceleration performance evaluation test method and a test apparatus of a turbo-charger. The acceleration performance evaluation parameters of the turbo-charger are obtained according to formula computing by measuring the parameters of the turbo-charger such as pressure, temperature, flow rate and rotate speed. The invention has the following advantages: the acceleration performance of the turbo-charger is accurately and conveniently evaluated by measuring and computationally analyzing acceleration parameter Acnp, and provides measuring means and judgment basis for improving and optimally designing the turbo-charger, compressor impeller and rotor system and improving the acceleration performance of supercharger.