5809 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.

The invention relates to methods and systems for the storage and recovery of energy using open-air hydraulic-pneumatic accumulator and intensifier arrangements that combine at least one accumulator and at least one intensifier in communication with a high-pressure gas storage reservoir on a gas-side of the circuits and a combination fluid motor / pump, coupled to a combination electric generator / motor on the fluid side of the circuits.

The invention relates to systems and methods for rapidly and isothermally expanding and compressing gas in energy storage and recovery systems that use open-air hydraulic-pneumatic cylinder assemblies, such as an accumulator and an intensifier in communication with a high-pressure gas storage reservoir on a gas-side of the circuits and a combination fluid motor / pump, coupled to a combination electric generator / motor on the fluid side of the circuits. The systems use heat transfer subsystems in communication with at least one of the cylinder assemblies or reservoir to thermally condition the gas being expanded or compressed.

An air distribution arrangement is adapted to be arranged in a cabinet for housing rack-mounted equipment that generates heat in use. The arrangement can be part of the cabinet when constructed or it can be an add-on feature. The arrangement includes plenum structure comprising side walls and a top wall that cooperates with the front door of the cabinet and the faces of the rack-mounted equipment to define a plenum. An air box in the cabinet draws ambient air from adjacent the floor into the plenum at a rate of at least 850 cfm. The ambient air is cooler than the air in the cabinet. The faces of the rack-mounted equipment have openings for receiving the ambient air to cool the interiors thereof. After cooling the rack-mounted equipment the air can be exhausted back to the ambient. The side walls and the top wall of the arrangement are adjustable to permit adjustment of the depth of the plenum. Pressure in the plenum can be relieved by slots in the plenum structure.

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.

The invention relates to the technical field of natural gas low temperature equipment, in particular to an LNG energy recovery process. By an LNG hydraulic turbine device (or expanding machinery in other forms), high pressure and low temperature LNG converts pressure energy to mechanical energy which is output by a supercharging end of the LNG hydraulic turbine device. Depressurized LNG is further cooled, a gas phase and a liquid phase generated in a depressurizing process are separated by a gas-liquid separation tank, the liquid LNG is charged to an LNG storage tank, and the gas phase BOG and BOG of the LNG storage tank are supercharged together by the supercharging end, namely, a BOG supercharger, of the LNG hydraulic turbine device. The LNG hydraulic turbine device replaces a J-T valve of the LNG product for expanding throttling, as the LNG is lower in temperature, output of the BOG is reduced, LNG yield is improved, and mechanical energy can be recovered by BOG supercharging of the BOG supercharging end.

The invention relates to methods and systems for the storage and recovery of energy using open-air hydraulic-pneumatic accumulator and intensifier arrangements that combine at least one accumulator and at least one intensifier in communication with a high-pressure gas storage reservoir on a gas-side of the circuits and a combination fluid motor / pump, coupled to a combination electric generator / motor on the fluid side of the circuits.

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.

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.

The invention concerns turbochargers, or more particularly to multivariable dual stage series turbochargers having two degrees of freedom. A multistage series turbocharger apparatus has a low pressure turbocharger comprising a low pressure compressor and a low pressure turbine; a high pressure turbocharger comprising a high pressure compressor and a high pressure turbine, and a exhaust gas recirculation device. A controller controls the operation of at least two of the low pressure compressor, high pressure compressor, low pressure turbine, high pressure turbine, and exhaust gas recirculation device such that at least one operating parameter is maintained at about a selected value.

A forced air induction system for use with a powered vehicle is disclosed as including a centrifugal supercharger supported by the vehicle's engine and a recirculating induction coolant system that cools the supercharger and the compressed induction fluid provided by the supercharger. The induction coolant system operates by providing coolant to the supercharger and to an intercooler of the forced air induction system. The supercharger case includes internal passageways for cooling the transmission and compressor. The forced air induction system further includes spacers and radiant heat shields for rejecting heat transferred conductively and radiantly from the engine.

A reformer such as a CPO (18) receives a mix of fuel, moisture and oxygen from a mixing region (21) having an igniter (26, 66), which may include an inert ceramic foam (19), the fuel being provided by an atomizing nozzle (22), thereby avoiding the need for a vaporizer before use. The oxygen and moisture may comprise engine exhaust (11, 12). Fuel from a vehicle fuel tank (9), may be gasoline, diesel fuel, kerosene, jet fuel, or JP-8. The atomizing nozzle may be a gas-assist nozzle (22a), receiving the assisting gas from (a) engine exhaust (10), (b) a turbocharger (33), (c) an air pump (50) or (d) a steam generator (57). The oxygen and moisture may comprise moisturized air, which may be achieved by an ejector (41) which ingests water from a tank (43) in response to the flow of air from a pump (50) through a conduit (47). The air may be regeneratively heated (48) with the CPO exhaust. The igniter may be a glow plug (26) or a heater wire (66) coated with catalyst.

A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.

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 technique comprising an apparatus for monitoring at least one operating parameter indicative of an operating condition of a diesel engine and controlling a turbocharger assist device to maintain desired operating conditions of the diesel engine equipped with a turbocharger.

A pressure operated valve is provided including an adjusting device, a spring and a vent connection. The adjusting device is axially movably arranged in a pressure chamber defined in the valve and comprises a valve body and a pressure intensifier. A space between the valve body and valve face defines a valve passage cross section. The spring is operatively arranged for holding the pressure intensifier in a floating arrangement in the pressure chamber. The pressure intensifier has a first side exposed to a pressure in the pressure connection opening and a second side facing away from the pressure connection opening. The second side of the pressure intensifier and the adjusting device define a low pressure chamber within the pressure chamber. The vent connection is an inflow restrictor arranged between the lower pressure chamber and a space having a lower pressure than the low pressure chamber.

The invention combines the features of a supercharger, a turbocharger and turbo-compounding into one system, utilizing a hydraulic or mechanical continuously variable transmission to drive the turbocharger up to a specific speed or intake manifold pressure and then holding the ideal speed to keep it at the right boost pressure for the engine condition. The benefits of a supercharger, which is primarily good for high torque at low speed, and a turbocharger, which is usually only good for high horsepower at high speeds are merged. Once the exhaust energy begins to provide more work than it takes to drive the intake compressor, the invention recovers that excess energy and uses it to add torque to the crankshaft. As a result, the invention provides the benefits of low speed with high torque and the added value of high speed with higher horsepower or better fuel economy all from one system.

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.

Turbocharger apparatus (1) comprising a housing (4), a compressor, a turbine (40), a first inlet (39) for enabling air to be conducted to the compressor, an outlet (36) for enabling air from the compressor to be conducted to an engine, a second inlet (53) for enabling exhaust gases from the engine to be conducted to the turbine (40), a chamber (96), a bearing assembly (82) for permitting the rotation of the turbine (40), and a control system (5, 10) for controlling the speed of the turbine (40), the control system (5, 10) having an exhaust gas sealing system (8, 21, 26) which prevents exhaust gas leakage from the turbocharger apparatus (1), and which allows expansion of parts within the exhaust gas sealing system (8, 21, 26) at high temperatures.

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.

An engine includes an electric supercharger as a first supercharger, a turbocharger as a second supercharger, a secondary air supply passage, a secondary air valve and a catalyst. The electric supercharger is provided in an intake passage which is in communication with a combustion chamber, and supercharges intake air into the combustion chamber. The turbocharger is provided in the intake passage in series with respect to the electric supercharger, and supercharges intake air to the combustion chamber. The secondary air supply passage and the secondary air valve supply air compressed by the electric supercharger to a discharge passage which is in communication with the combustion chamber. The catalyst is provided in the discharge passage to purify exhaust gas.

A torque base control unit calculates target torque on the basis of accelerator position and engine speed and, on the basis of the target torque, further executes calculation of a fuel injection amount and calculation of target boost pressure. An assist control unit calculates target compressor power on the basis of the target boost pressure calculated by the torque base control unit and target air volume calculated from the target torque and also calculates actual compressor power on the basis of exhaust information. On the basis of the power difference between the target compressor power and the actual compressor power, assist power of an auxiliary compressor provided upstream of a turbocharger is calculated.

A variable bleed valve includes a variable bleed valve door disposed in a bleed inlet in transition duct and rotatable about an axis at or near a forward end of door. Valve is operable to open and close a bleed slot open to a booster bleed flowpath located outwardly of transition duct and having an airflow restrictor. Airflow restrictor may be variable such as a flapper valve. Booster bleed flowpath may pass through a bifurcated bleed duct including an inner passage radially bound by spaced apart inner and middle bleed walls and an outer passage radially bound by middle bleed wall and an outer bleed wall. Airflow restrictor may include an outlet area smaller than an inlet area of inner passage. Door seals against middle bleed wall to open inner passage and against outer bleed wall to open both passages.

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.