Various methods and systems are provided for controlling air flow through an engine by adjusting an electric turbocharger of a vehicle. In one embodiment, a system for a vehicle comprises an electric turbocharger comprising a compressor, an exhaust turbine coupled to the compressor via a shaft, and an electric machine mechanically coupled to the shaft; and a controller including a processor and instructions stored on a non-transient memory of the controller that, when executed, cause the controller to: adjust an amount of power provided to or extracted from the shaft by the electric machine based on at least one of a speed of the electric turbocharger, a cylinder pressure, and an exhaust gas temperature. By adjusting the amount of power provided to or extracted from the electric machine, the exhaust gas temperature and the speed of the electric turbocharger may be efficiently maintained within a desired operating range.

Various methods and systems are provided for controlling air flow through an engine by adjusting an electric turbocharger of a vehicle. In one embodiment, a system for a vehicle comprises an electric turbocharger comprising a compressor, an exhaust turbine coupled to the compressor via a shaft, and an electric machine mechanically coupled to the shaft; and a controller including a processor and instructions stored on a non-transient memory of the controller that, when executed, cause the controller to: adjust an amount of power provided to or extracted from the shaft by the electric machine based on at least one of a speed of the electric turbocharger, a cylinder pressure, and an exhaust gas temperature. By adjusting the amount of power provided to or extracted from the electric machine, the exhaust gas temperature and the speed of the electric turbocharger may be efficiently maintained within a desired operating range.

A method for controlling a setpoint charging pressure for a turbocharger includes determining a charge-based setpoint charging pressure on the basis of a charge of the internal combustion engine, sampling an actual charging pressure, determining a carried-along actual charging pressure on the basis of the actual charging pressure, determining an offset on the basis of the charge-based setpoint charging pressure, and adjusting, by open-loop control, the setpoint charging pressure to the charge-based setpoint charging pressure by a first-order timing element if the carried-along actual charging pressure exceeds a first value which is lower than the charge-based setpoint charging pressure by the offset.

The present disclosure relates to dual compression engine boosting systems utilizing both a turbocharger and a supercharger and control systems relating to relative activation and deactivation of the boosting devices. Various Exhaust Gas Recirculation (EGR) configurations are also disclosed for the dual compression engine boosting systems.

A method and a turbine-compressor assembly of a system having a turbine-compressor device fluidly coupled with a heat source, a compressor, and a turbine via plural valves. A power device may be coupled with the turbine-compressor device. A controller may control operation of the plural valves to control movement of fluids within the assembly to selectively switch between the turbine-compressor device operating in one of plural modes. In a turbine mode of operation, the turbine-compressor device may generate electrical power and direct the electrical power to the power device. In a compressor mode of operation, the turbine-compressor device may receive electrical power from the power device to consume the electrical power.

A power-based control system and method for an engine comprising a turbocharger involve obtaining a set of parameters that each affect exhaust gas energy and using the set of parameters to (i) determine a target mass flow into the engine and a target boost for the turbocharger to achieve a torque request, (ii) determine a target power for a compressor of the turbocharger to achieve the target engine mass flow and the target turbocharger boost, (iii) determine a target pressure ratio and a target mass exhaust flow for the turbine of the turbocharger to achieve a target turbine power equal to the target compressor power, and (iv) determine a target position of the wastegate valve to achieve the target turbine pressure ratio and mass exhaust flow, and commanding a wastegate valve to the target position.

A supercharging system includes a supercharger including a motor generator, and an intake-side variable cam phase mechanism variably setting a valve-closing timing (IVC angle) of an intake valve. If an operation state of the engine is within a regenerative operation region, a turbine rotation speed controller controls a turbine rotation speed to a target turbine rotation speed set to optimize turbine efficiency by controlling an opening degree of a wastegate valve toward a closing side and by adjusting an amount of power generated by the motor generator. If the operation state is within the regenerative operation region and within a supercharging operation region, a torque controller controls a generated torque to a requested torque by performing cooperative control of an opening degree of an intake bypass valve, the IVC angle and an opening degree of an intake throttle valve.

An internal combustion engine system includes a cylinder block with a plurality of cylinders, a gas intake manifold for providing at least air to the cylinder block and an exhaust gas manifold for exiting the exhaust gas from the cylinder block, wherein the exhaust gas manifold includes at least a main exhaust gas outlet and a waste gate exhaust gas outlet, wherein the main exhaust gas outlet is connected to a main exhaust gas pipe for guiding the exhaust gas to a main exhaust gas after treatment system and the waste gate exhaust gas outlet is connected to a waste gate exhaust gas pipe, and wherein the waste gate exhaust gas pipe is reconnected to the main exhaust gas pipe upstream of the main exhaust gas after treatment system and includes at least one waste gate exhaust gas after treatment unit, such as an oxidation catalyst such as a diesel oxidation catalyst, for catalytically treating the exhaust gas streaming through the waste gate exhaust gas pipe, and to a method for increasing the temperature in an internal combustion engine system.

Methods and systems are provided for generating vacuum via an ejector arranged in a compressor recirculation flow path and an aspirator arranged in a throttle bypass path, where a suction port of the ejector is coupled with a canister purge valve having two outlet ports. In one example, the canister purge valve may include only a single flow restriction, the flow restriction arranged in a path coupling a fuel vapor purge system with the intake manifold when a solenoid of canister purge valve is open, such that a path coupling the fuel vapor purge system with the suction port of the ejector does not include any flow restrictions upstream of the suction port.

Methods and systems are provided for generating vacuum via an ejector arranged in a compressor recirculation flow path and an aspirator arranged in a throttle bypass path, where a suction port of the ejector is coupled with a canister purge valve having two outlet ports. In one example, the canister purge valve may include only a single flow restriction, the flow restriction arranged in a path coupling a fuel vapor purge system with the intake manifold when a solenoid of canister purge valve is open, such that a path coupling the fuel vapor purge system with the suction port of the ejector does not include any flow restrictions upstream of the suction port.