International Engine Intellectual Property Company, LLC

Navistar International Transportation Corporation

Terry G Wood

Elias P Soupos

Paul Gottemoller

Jinhui Sun

Xinqun Gui

Grzegorz Siuchta

Titus J Iwaszkiewicz

James C McCandless

Wesley J Terry

Steven T Omachi

Dale A Oehlerking

Milan E Zlock

A transmission with alternating rotary disks contains a plurality of first rotary disk assemblies, a plurality of second rotary disk assemblies, a drive shaft, and a gearbox shell. The plurality of first rotary disk assemblies is rotatably connected to the plurality of second rotary disk assemblies, where the plurality of first rotary disk assemblies and the second plurality of disk assemblies are arranged in a specified pattern. The first rotary disk assembly contains a first rotary element that rotates in one direction when the drive shaft is subjected to torque. The second rotary disk assembly contains a second rotary element that rotates in the opposite direction, relative to the first rotary element rotation.

Transmission with alternating rotary disks

A compressor assembly () includes a compressor housing () having a main air inlet () and an annular wall () defining an inducer bore (). A secondary inlet passage () is disposed around the inducer bore (). The secondary inlet passage () has an inlet slot () operatively intersecting the inducer bore () to permit the entry of a fluid thereinto through an inlet port (). The inlet slot () advantageously defines an augmented inducer diameter region (). Preferably the secondary inlet passage () may be selectively partially or completely isolated from the main air inlet (). A compressor wheel () is located in the compressor housing () and has a stepped portion () formed by at least one plurality of vanes () operatively associated with the augmented inducer diameter region () adjacent to the inlet slot () of the housing () to receive fluid therefrom.

Engine intake air compressor and method

A turbocharger () for an internal combustion engine includes a compressor () having an impellor () disposed in a compressor chamber (). The compressor chamber () receives fluid flow. A flow regulation mechanism () is disposed in the compressor () and includes a diffuser cover () and a recirculation gate (). The diffuser cover () is moveably disposed in a diffuser passage () from a first position permitting fluid flow through the diffuser passage to a second position at least partially impeding the fluid flow. The recirculation gate () is moveably disposed in the compressor chamber () from a first position closing a recirculation groove () to a second position opening the recirculation groove to fluid communication with the compressor chamber.

Flow regulation mechanism for turbocharger compressor

A compressor assembly () includes a compressor housing () having a main inlet bore () and a secondary inlet passage () that has an increasing flow cross-sectional area. The secondary inlet passage () is positioned in the compressor housing () and around the main inlet bore (). A secondary inlet slot () and an outlet slot () fluidly connect the secondary inlet passage () with the main inlet bore (). A compressor wheel () is in the compressor housing () and has a stepped portion () formed by at least one plurality of vanes (). The stepped portion () is located adjacent to the outlet slot () of the housing ().

Engine intake air compressor having multiple inlets and method

A low-restriction turbine outlet device () includes a housing () having an internal volume (). The internal volume () includes an inlet transition portion () and an outlet transition portion (). An inlet port () that is formed in the housing () is in fluid communication with an outlet port () that is also formed in the housing (). A mounting flange () is connected to the housing (), a first set of stiffening ribs () and a second set of stiffening ribs () each connect the mounting flange () to the housing ().

Low-restriction turbine outlet housing

A turbocharger () for an internal combustion engine () includes a center housing () connected to a turbine housing () and a compressor housing (). A shaft () is in a bore () of the center housing (). An oil supply passage () is in fluid communication with the bore (). An oil drain passage () is in fluid communication with a oil cavity () and the bore (). A vent passage () is in fluid communication with the oil cavity () and an internal volume () of the internal combustion engine (). Oil flow passes through the first passage () and the drain passage () during operation of the internal combustion engine (). A first pressure of air (P) in the oil cavity () is about equal to a second pressure of air (P) in the internal volume () of the internal combustion engine ().

Vented turbocharger center housing and method

An internal combustion engine () includes a turbocharger having a turbine () and a compressor () with an air inlet () and a charge air outlet (). An electronic actuator () has an internal cavity (). An intake manifold () is in fluid communication with the charge air outlet () of the compressor () through a cooled charge air passage (). A bleed air passage () fluidly connects the cooled charge air passage (), at a bleed air point (), with the internal cavity () of the electronic actuator ().

Engine bleed air passage and method

A method for qualifying turbocharger performance includes the step of operating a turbocharger at a single test condition (). A set of data may be acquired from a set of operating parameters of the turbocharger () operating at the test condition. The set of data acquired may be compared to a set of operating ranges () that are deemed acceptable, and a determination may be made as to whether the set of data falls within the acceptable operating ranges (). Performance of the turbocharger may then be qualified () based on an outcome of the determination ().

Turbocharger performance qualification method and apparatus

A valve () selectively shunts exhaust gas around a stage (T) of a turbocharger turbine () under control of a control system that selectively renders an EGR system () active and inactive and that develops a value for a set-point of operation for the valve. The control system comprises a first map set () containing data that the control system uses to the exclusion of data in a second map set () to develop the set-point value when the EGR system is active. When the EGR system is inactive, the control system uses the data in the second map set to the exclusion of the data in the first map set to develop the set-point value.

System and method for relieving engine back-pressure by selectively bypassing a stage of a two-stage turbocharger during non-use of EGR

A turbocharger ( ) creates intake manifold boost for a diesel engine ( ). At times, exhaust valve opening is increasingly retarded in relation to the engine operating cycle to cause the turbocharger to increase boost, engine fueling is also increased in relation to the increased boost, and in response to any incipient surging of the compressor resulting from such increasingly retarded exhaust valve opening and such increased engine fueling, compressed charge air is bled from the intake manifold to counter the incipient surging and thereby avoid any significant turbocharger surge.

Control strategy for turbocharged engine having variable valve actuation apparatus

An exhaust back pressure control system includes a valve in the exhaust outlet of a turbocharger of an internal combustion engine which is controlled by an engine control microcomputer. When the valve is moved toward a closed position, it restricts the exhaust flow, thereby increasing back pressure and friction within the engine by producing an artificial load thereon, and thus speeds up the warming process taking place within the engine upon starting thereof. The valve is moved by an actuating piston within a hydraulic cylinder using engine oil pressure controlled by an electrically operated valve receiving a pulse width modulated operating signal from the engine microcomputer, the operating signal being generated to provide a desired back pressure as a function of engine coolant temperature, engine speed, engine fuel comsumption, and actual back pressure. Operation of the system is enabled if the ambient air temperature is below 2.degree. C. and also for the period that the elapsed time since start of engine is less than thirty seconds, the latter enablement being provided to exercise the system during extended periods of warm weather operation when the system would otherwise be inactive.

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Countryside, IL, United States of America

Terry G Wood