19 results about "Variable-geometry turbocharger" patented technology

A hydrogen-diesel dual-fuel engine that includes an engine block, where the engine block includes a cylinder outfitted with at least two hydrogen fuel injectors and a piston. The engine further includes an air-handling system that includes an intake manifold, an intake pipe, an exhaust pipe, a variable geometry turbocharger, and an exhaust gas recirculation system configured to recirculate exhaust gases from the exhaust pipe to the intake manifold. The engine further includes a two-step camshaft, where the two-step camshaft is configured with the air-handling system for exhaust re-breathing and late intake valve closing, and a port fuel injector system that provides hydrogen gas to the at least two hydrogen fuel injectors. The engine further includes a diesel injector, a common-rail fuel injection system, a plurality of sensors, and a controller configured to receive engine data from the plurality of sensors and to control operation of the hydrogen-diesel dual-fuel engine.

A controller 180 of a machine (100, Fig. 1) may cause first adjustment of at least one component 208 of a variable geometry turbocharger (VGT) 214 of the machine (100, Fig. 1) and may cause, based on

In some implementations, a controller of a machine may identify an expansion ratio associated with a variable geometry turbocharger (VGT) of the machine. The controller may determine, based on the expansion ratio, wear-reduction information that indicates a force-reduction threshold position of the VGT. The controller may select, based on the wear-reduction information and performance information indicating a desired position of the VGT, an optimized position of the VGT. The controller may cause the VGT to be adjusted to the optimized position. In this way, the controller causes the VGT to operate within a force-related wear-reduction operating range (e.g., that causes the VGT to avoid excessive force being exerted on one or more components of the VGT 214), which improves a durability of the VGT.

A vehicle engine adapted to control an exhaust gas temperature (EGT) at a catalyst inlet includes an EGT sensor in communication with a system controller and adapted to measure the exhaust gas temperature at the catalyst inlet, the system controller being adapted to compare the measured EGT to a target EGT and, when the measured EGT is greater than the target EGT, to determine that the catalyst inlet is an exhaust gas temperature at the catalyst inlet. Gas exchange within cylinders within the engine is limited during an intake stroke, and turbine efficiency of a variable geometry turbocharger of the engine is increased by increasing boost from the variable geometry turbocharger.

A machine (100) includes a variable geometry turbocharger (VGT) (214) and a controller (180). The controller (180) monitors, based on causing the VGT (214) to operate according to the non-dynamic control scheme, a plurality of hardware limit parameters associated with an engine of the machine (100). The controller (180) determines that a hardware limit parameter, of the plurality of hardware limit parameters, satisfies a dynamic threshold for the hardware limit parameter and thereby causes the VGT (214) to operate according to a dynamic control scheme. The controller (180) then monitors the plurality of hardware limit parameters and thereby determines that each hardware limit parameter, of the plurality of hardware limit parameters, satisfies a non-dynamic threshold for the hardware limit parameter. The controller (180) therefore causes the VGT (214) to operate again according to the non-dynamic control scheme.

A vehicle engine designed to control the exhaust gas temperature (EGT) at a catalyst inlet includes an EGT sensor that communicates with a system controller and is designed to measure the exhaust gas temperature at the catalyst inlet, the system controller being designed to compare the measured EGT with a target EGT and then, if the measured EGT is greater than the target EGT, to limit the gas exchange in a cylinder in the engine during an intake stroke and to increase the turbine efficiency of a variable geometry turbocharger of the engine by increasing the pressure boost from the variable geometry turbocharger.

An assembly for a turbomachine comprises a bush 74 and a cap 86. The bush defines a bore for receiving at least part of a shaft 39 and which defines a bore axis A. An end of the bush comprises a reces

This variable geometry turbocharger is equipped with: a turbine wheel; a variable nozzle device; a first housing having a worm-like flow path; a second housing which, between the first housing and the second housing, forms a receiving space for receiving the turbine wheel and the variable nozzle device and which has a through-hole for connecting the receiving space to the outside of the second housing; and a drive force transmission device configured to transmit drive force from an actuator located outside the second housing to the variable nozzle device.The drive force transmission device comprises: a control arm having an engagement part that engages with a drive force introduction part of the variable nozzle device in the receiving space and having a rotating shaft section that is inserted through the through-hole and partially protrudes to the outside of the second housing; and a control lever that is arranged outside the second housing and has a fastening part that is attached to the rotating shaft section of the control arm by connecting it.

A hydrogen-diesel dual-fuel engine that includes an engine block, where the engine block includes a cylinder outfitted with at least two hydrogen fuel injectors and a piston. The engine further includes an air-handling system that includes an intake manifold, an intake pipe, an exhaust pipe, a variable geometry turbocharger, and an exhaust gas recirculation system configured to recirculate exhaust gases from the exhaust pipe to the intake manifold. The engine further includes a two-step camshaft, where the two-step camshaft is configured with the air-handling system for exhaust re-breathing and late intake valve closing, and a port fuel injector system that provides hydrogen gas to the at least two hydrogen fuel injectors. The engine further includes a diesel injector, a common-rail fuel injection system, a plurality of sensors, and a controller configured to receive engine data from the plurality of sensors and to control operation of the hydrogen-diesel dual-fuel engine.

Diagnostic device for an internal combustion engine, wherein the internal combustion engine includes a variable geometry turbocharger and wherein the turbocharger includes a variable vane, a linkage mechanism configured to operate the variable vane, and an actuator configured to drive the linkage mechanism, the diagnostic device includes the following: a control unit configured to control the opening degree of the variable blade by controlling the actuator, wherein the control unit determines that an abnormality has occurred in the connection mechanism of the turbocharger if an operating time of the internal combustion engine in a predetermined operating range exceeds a predetermined upper limit and a differential pressure between a target boost pressure, which is determined according to an operating condition of the internal combustion engine, and an actual boost pressure exceeds a predetermined upper limit.

In some implementations, a controller of a machine may identify an expansion ratio associated with a variable geometry turbocharger (VGT) of the machine. The controller may determine, based on the expansion ratio, wear-reduction information that indicates a force-reduction threshold position of the VGT. The controller may select, based on the wear-reduction information and performance information indicating a desired position of the VGT, an optimized position of the VGT. The controller may cause the VGT to be adjusted to the optimized position. In this way, the controller causes the VGT to operate within a force-related wear-reduction operating range (e.g., that causes the VGT to avoid excessive force being exerted on one or more components of the VGT 214), which improves a durability of the VGT.

Hybrid powertrain (10P), comprising: an internal combustion engine (12) with a crankshaft (13) rotating at an engine speed, and a variable geometry turbocharger (VGT) (21T) with a turbine (21) and a compressor (23) coupled via a shaft (29), wherein the turbine (21) has a plurality of turbine blades (21V) and is configured to rotate in response to the exhaust gas flow (F) from the engine (12) to rotate the compressor (23); an electric machine (24) configured to deliver motor torque to the crankshaft (13) after completion of a predetermined operating mode of the drive train, wherein the motor (12) and the electric machine (24) have corresponding rotational speeds that respond to acceleration and braking requirements; and a controller (50) configured to coordinate a blade position of the plurality of turbine blades (21V) with the motor torque of the electric machine (24) in response to input signals, including the motor speed, during a zero-pedal maneuver, wherein the acceleration and braking requirements are both zero; wherein the controller (50) is configured to determine a required torque capacity of the electric machine (24) for a load change maneuver corresponding to the completion of a predetermined operating mode, wherein the controller (50) includes a lookup table indexed by the blade position, and wherein the controller (50) is configured to extract a first required blade position using the motor speed corresponding to the required torque capacity.

A vehicle engine adapted to control exhaust gas temperature (EGT) at a catalyst inlet includes an EGT sensor in communication with a system controller and adapted to measure a temperature of exhaust gas at the catalyst inlet, the system controller adapted to compare the measured EGT to a target EGT, and, when the measured EGT is greater than the target EGT, limit gas exchange within a cylinder within the engine during an intake stroke, and increase turbine efficiency of a variable geometry turbocharger of the engine by increasing boost from the variable geometry turbocharger.

In some implementations, a controller (180) of a machine (100) may identify an expansion ratio associated with a variable geometry turbocharger (VGT) (214) of the machine (100). The controller (180) may determine, based on the expansion ratio, wear-reduction information that indicates a force-reduction threshold position of the VGT (214). The controller (180) may select, based on the wear-reduction information and performance information indicating a desired position of the VGT (214), an optimized position of the VGT (214). The controller (180) may cause the VGT (214) to be adjusted to the optimized position. In this way, the controller (180) causes the VGT (214) to operate within a force-related wear-reduction operating range (412) (e.g., that causes the VGT (214) to avoid excessive force being exerted on one or more components of the VGT (214)), which improves a durability of the VGT (214).

Nozzle rings for variable geometry turbines comprise: a generally annular wall; an inner flange; an outer flange; and two protrusions. Inner flange is generally perpendicular to the generally annular wall, from which a radially inner edge extends. Outer flange is generally perpendicular to the generally annular wall and extends from a radially outer edge of the generally annular wall. The two protrusions extend from one of the inner or outer flange towards the other one of the inner or outer flange. At least one of the two protrusions extends only partially towards the other one of the inner or outer flange. The two protrusions define a first gap therebetween. Generally annular wall and the two protrusions define a second gap therebetween to receive a support arcuate head portion during use. First gap receives a support intermediate portion. The nozzle rings may be suitable for use in variable geometry turbochargers.

A nozzle ring (312) for a variable geometry turbine includes a generally annular wall (18), an inner flange (19), an outer flange (20), and two projections (330, 332). The inner and outer flanges are substantially perpendicular to the substantially annular wall and extend from radially inner and outer edges of the substantially annular wall. Two projections extend from one of the inner or outer flanges toward the other of the inner or outer flanges. At least one of the two projections extends only partially toward the other of the inner flange or the outer flange. The two projections define a first gap (136) between the two projections. The substantially annular wall and the two projections define a second gap (338) between the substantially annular wall and both the two projections. In some embodiments, the two protrusions are such that the first gap is tapered such that the size of the gap is smaller at the distal ends of the protrusions and larger near the inner or outer flange from which the two protrusions extend. In some embodiments, a radial extent of the second gap is less than a radial extent of the two protrusions. In use, the second gap receives an arcuate head portion (48) of a support (124) and the first gap receives an intermediate portion (56) of the support. The nozzle ring may be adapted for use in a variable geometry turbocharger.

A hydrogen-diesel dual fuel engine (100) includes an engine block (102) having a cylinder (104) equipped with at least two hydrogen fuel injectors (118) and a piston. An air treatment system of an engine (100) includes an intake manifold (114), an intake pipe (107), an exhaust pipe (122), a variable geometry turbocharger (108), and an exhaust gas recirculation system (126) configured to recirculate exhaust gas from the exhaust pipe (122) to the intake manifold (114). A two-stage camshaft of an engine (100) is configured with an air handling system for exhaust gas reintake and delayed intake valve closing, and a port fuel injector system (116) provides hydrogen to at least two hydrogen fuel injectors (118). The engine (100) further includes a diesel injector (305), a common rail fuel injection system (120), a plurality of sensors (150), and a controller (170) for controlling operation of the hydrogen-diesel dual fuel engine (100).

Turbocharger (10) with variable geometry, comprising: a rotating shaft (12); a turbine wheel (14) which is arranged at one end of the rotating shaft (12); a compressor wheel (16) which is arranged at another end of the rotating shaft (12); a bearing housing (24) for receiving a bearing part (18) for rotatably supporting the rotating shaft (12); a variable nozzle structure (26) for controlling a flow rate of an exhaust gas flowing into the turbine wheel (14), wherein the variable nozzle structure (26) comprises a nozzle plate (28) and a nozzle holder (30) that define an exhaust gas flow passage (32) to allow the exhaust gas to flow into the turbine wheel (14), a nozzle vane (34) which is rotatably arranged about a bearing shaft (36) in the exhaust gas flow passage (32), and a drive element (38) for rotating the nozzle blade (34), wherein the drive element (38) is arranged in an interior space defined between the bearing housing (24) and the nozzle holder (30); and a cooling gas passage (42) for extracting compressed gas that is compressed by the compressor wheel (16) and introducing the compressed gas into the interior, where: a) the cooling gas passage (42) has an outlet side opening (44) which communicates with the interior, and wherein the variable geometry turbocharger (10) comprises a perforated plate which divides the interior along an axial direction of the rotating shaft (12), the perforated plate being arranged in the interior such that the drive part (38) is arranged in a side space formed on one side of the perforated plate, and the outlet side opening (44) communicates with another side space formed on another side of the perforated plate; or b) wherein the turbine wheel (14) has a third through-hole which causes a rear surface of the turbine wheel (14) to be connected to an exhaust gas outlet flow passage which is formed downstream of the turbine wheel (14).

In some embodiments, a controller of a machine may identify an expansion ratio associated with a variable geometry turbocharger (VGT) of the machine. The controller may determine wear reduction information indicative of a force reduction threshold position of the VGT based on the expansion ratio. The controller may select an optimized position of the VGT based on the wear reduction information and performance information indicative of a desired position of the VGT. The controller may cause the VGT to be adjusted to an optimized position. In this manner, the controller causes the VGT to operate within a force dependent wear reduction operating range (e.g., this causes the VGT to avoid excessive forces being applied on one or more components of the VGT), which improves the durability of the VGT.