Control of a turbocharger of a power system is disclosed. A controller may receive a desired value for a parameter of an engine. The controller may receive an operating value of the parameter. The controller may set, based on the desired value and the operating value, a position of an intake throttle valve of the engine to control air flow through a turbocharger of the engine.

An exhaust gas turbocharger system (1) has a first and second exhaust gas turbochargers (2, 3) arranged in parallel. Each exhaust gas turbocharger (2, 3) has an exhaust gas turbine (20, 30) and a compressor (21, 31). Fresh air compressed by the compressor (21) of the first exhaust gas turbocharger (2) can flow into a first pressure line (15), and fresh air compressed by the compressor (31) of the second exhaust gas turbocharger (3) can flow into a second pressure line (16). The two pressure lines (15, 16) are connected to each other in terms of flow. An electric drive device (10) is connected to the first exhaust gas turbocharger (2) and can be turned on for providing additional torque for driving the exhaust gas turbine (20) and the compressor (21) of the first exhaust gas turbocharger (2).

A power unit for use with an internal combustion engine including a compressor housing, a compressor wheel positioned within and rotatable with respect to the compressor housing, a shaft coupled to the compressor wheel and rotatable together therewith, a motor assembly in operable communication with the shaft, and a controller in operable communication with the motor assembly. Where the controller is adjustable between a first mode of operation, in which the motor assembly applies torque to the shaft in a first direction of rotation, and a second mode of operation, in which the motor assembly unit applies torque to the shaft in a second direction of rotation opposite the first direction of rotation.

A multi-flow exhaust gas turbocharger (101) comprising a turbine (105), a turbine wheel, a first flow (1) and a second flow (2), a bypass line (6) for bypassing the turbine wheel, a bypass valve unit (107) for adjusting the size of a bypass exhaust gas flow through the bypass line (6), and comprising a flow connection unit (108) for adjusting an extent of the connection of exhaust gas flows into the flows (1, 2), characterized in that the bypass valve unit (107) and the flow connection unit (108) can be actuated in a mechanically coupled way by means of a coupling unit (109).

When it is determined that there is a likelihood of occurrence of an abnormality in a supercharger, a maximum engine rotation speed and a maximum MG2 rotation speed are changed to a low rotation speed side and operating points of an engine and a rotary machine are controlled such that an engine rotation speed and an MG2 rotation speed are respectively within ranges which do not exceed the changed maximum rotation speeds. Accordingly, even when the supercharger does not operate normally and an abnormal increase in a supercharging pressure occurs, it is possible to curb a high-rotation state of the engine rotation speed and the MG2 rotation speed. As a result, even when an abnormal increase in the supercharging pressure occurs, it is possible to curb a decrease in durability of components.

Methods, systems, and devices for deceleration firing fraction/deceleration cylinder cut off (DCCO) control with turbocharger rotational speed feedback are disclosed herein. An engine controller in a vehicle for controlling an internal combustion engine, the controller configured to: determine a threshold rotational speed for a turbocharger, determine a target firing fraction that will allow the engine to maintain a speed above the threshold, initiate a DCCO process wherein the DCCO process reduces flow of exhaust to the turbocharger and thereby the turbocharger rotational speed decreases, receive speed data of the turbocharger rotational speed, and analyze the received data to determine when to switch the firing fraction of the engine from an original firing fraction to the determined target firing fraction to maintain the rotational speed of the turbocharger above the threshold.

The speed of a turbocharger may be estimated using data from sensors that are readily available in most engine management systems. In some cases, a pressure measurement from a MAP sensor may be used, in combination with one or more computational models, to provide an efficient, lower cost estimate of turbo speed that can be used to control operation of the engine and/or the turbocharger.

Methods and systems are provided for coordinated operation of electric variable geometry turbocharger (e-VGT), an exhaust gas recirculation (EGR), and electric motor coupled to the e-VGT for expedited catalyst light-off. In one example, a method may include, during a cold-start, decreasing each of an opening of e-VGT vanes and an opening of an EGR valve while operating the electric motor for braking and reducing the e-VGT speed.

A control valve assembly for an engine system having a turbocharger system. The control valve is configured to control the position of a turbine actuator and a compressor actuator by directing hydraulic fluid into the proper passages. The control valve assembly includes a hydraulic powered bypass valve that, when energized, can reduce flow restriction of the hydraulic fluid, and can increase the speed of actuation of the turbine actuator.

To provide controller and control method for internal combustion engine that can suppress motor built in actuator from overheating when waste gate valve is controlled to near fully closed position or fully opened position, and can suppress from causing deterioration of fuel efficiency by consuming large power wastefully even in light load operation region in which pressure of exhaust gas is low relatively. A controller for internal combustion engine calculates basic operating amount for bringing real opening degree close to target opening degree; calculates an operating amount obtained by performing upper limitation of basic operating amount by first limit value, as final operating amount, in case of supercharging driving state; and calculates an operating amount obtained by performing upper limitation of basic operating amount by second limit value smaller than first limit value, as final operating amount, in case of non-supercharging driving state.