Gm Global Technolgoy Operations, Inc.

James C Elmslie

Ko-Jen Wu

Jian Jun Zhang

Gary J Patterson

Jack T Doyle

The present invention provides a flexible fuel, spark ignition, variable boost, supercharged internal combustion engine. A variable speed drive assembly connects the engine output to a supercharger. The engine includes a fuel sensor which provides a signal to an engine controller which determines the type of fuel. The engine controller also receives signals from a mass air flow sensor, a manifold air pressure sensor, a crank angle sensor, a camshaft angle sensor, an oxygen sensor in the exhaust stream and a transmission controller. The engine controller provides control signals to an ignition module, to a fuel injection system, to an electronic throttle control, to a supercharger drive controller and to the transmission controller.

Flexible fuel variable boost supercharged engine

A turbine housing for a turbocharger for use in a reciprocating internal combustion engine includes a housing having a housing axis and configured to house a rotatable shaft having a turbine wheel disposed thereon. The housing includes a volute having a volute chamber disposed around the housing axis for receiving the turbine wheel. The volute has a first volute inlet providing a first flow path in fluid communication with the volute chamber and second volute inlet providing a second flow path in fluid communication with the volute chamber. The first volute inlet is circumferentially spaced about the housing axis from the second volute inlet by a phase angle &#x3b1;. The first volute inlet is also radially spaced about the housing axis from the second volute inlet, and may also be axially spaced from the second volute inlet along the housing axis.

Asymmetric split-inlet turbine housing

A hybrid powertrain for a vehicle is provided. The powertrain includes an engine boosted by a turbocharger. The turbocharger includes a first motor-generator mounted with respect to the turbocharger, and arranged to selectively assist acceleration of the vehicle by driving the turbocharger, to provide regenerative charging of an energy storage device and to be idle, as its modes of operation. The powertrain additionally includes a second motor-generator mounted with respect to the powertrain, and arranged to selectively assist acceleration of the vehicle, to provide regenerative charging of the energy storage device and to be idle, as its modes of operation. A controller responsive to sensed vehicle operating parameters is arranged on the vehicle for controlling and coordinating the modes of operation of the first motor-generator and of the second motor-generator.

Hybrid powertrain and method for controlling a hybrid powertrain

An engine control system in a vehicle including an internal combustion engine, a transmission coupled to the internal combustion engine, an intake manifold coupled to the internal combustion engine, an impulse charge valve coupled to the intake manifold, a controller for controlling the impulse charge valve, where the controller controls the impulse charge valve to compensate for torque transients.

Method and apparatus for operating impulse charger for transient torque management

The present invention provides a flexible fuel internal combustion engine utilizing impulse charging technology. The internal combustion engine includes a fuel sensor which determines the type of fuel currently being supplied to the engine, for example, either gasoline or E85. Based upon this determination, the impulse charging will be inactive (if gasoline is sensed) or active (if E85 is sensed). A speed or torque sensor is also utilized to determine if impulse charging will produce a volumetric efficiency that is better matched to the fuel octane characteristics.

Flexible fuel impulse charged engine assembly

An automotive vehicle engine includes multiple power-producing cylinders including a first group of deactivation cylinders capable of being selectively deactivated during engine operation and a second group of cylinders capable of continued power production during deactivation of the first group. An air intake system includes a turbocharger compressor connected to intake valves of all the cylinders for supplying charge air to the cylinders. An exhaust system includes a turbine connected for driving the compressor, which includes twin scrolls with first and second exhaust flow passages separately connecting the turbine with exhaust valves of the first group of cylinders and with exhaust valves of the second group of cylinders. At high loads, the engine operates on all cylinders and is turbocharged for maximum power. At lower loads, the first group of cylinders may be deactivated and the engine may be driven by the second group of cylinders to obtain increased fuel efficiency.

Compact turbocharged cylinder deactivation engine

A method for extending the operating range of engine fuel injectors fed by a pressurized fuel system includes operating the fuel system at a controlled lower fuel pressure during engine operation in a lower power range, and operating the fuel system at a controlled higher fuel pressure during engine operation above the lower power range. An engine embodying the method may include a fuel distributor connected with the injectors for supplying the pressurized fuel and a pressure control operative in response to a prescribed engine condition, such as supercharger boost pressure, to maintain injector fuel supply pressure at a lower value during engine operation in a lower portion of the power range and at a higher value during engine operation in a higher portion of the power range. The dual or multiple fuel pressures provide greater fuel output for increased power in the higher power range with consistent fuel delivery for stable idle and engine operation in the lower power range.

Engine with injector fuel control system and method

The refrigerant compressor of a motor vehicle air conditioning system in which the compressor is normally cycled on and off according to cooling demand is maintained continuously on or continuously off during idle operation according to a measure of the compressor duty cycle. During non-idle operation, a measure of the compressor duty cycle is compared to a reference duty cycle corresponding to a cooling demand above which it is desired to maintain the compressor on during idle operation and below which it is desired to maintain the compressor off during idle operation. At the onset of idle operation, the compressor is maintained on or off, and at the expiration of a time period corresponding to the duration of idle operation typically encountered in stop and go driving, normal compressor cycling is resumed.

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Oxford, MI, United States of America

James C Elmslie