A turbo-boost controlled intake system is disclosed that provides a driver of a vehicle with greater control over vehicle performance. The turbo-boost controlled intake system includes a control module that is coupled with an aircharger air intake. The control module instructs an electronic control unit of the vehicle to increase manifold pressure to a higher level before releasing the pressure through a waste gate so as to provide a greater power output of the engine. The turbo-boost controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness couples the control module with a turbo inlet pressure sensor, a manifold absolute pressure sensor, and an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the power output of the engine.

A turbo-boost controlled intake system is disclosed that provides a driver of a vehicle with greater control over vehicle performance. The turbo-boost controlled intake system includes a control module that is coupled with an aircharger air intake. The control module instructs an electronic control unit of the vehicle to increase manifold pressure to a higher level before releasing the pressure through a waste gate so as to provide a greater power output of the engine. The turbo-boost controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness couples the control module with a turbo inlet pressure sensor, a manifold absolute pressure sensor, and an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the power output of the engine.

A gear of a speed reducer of an actuator includes: an insert component; a center portion; an outer peripheral portion; a connecting portion; a gate mark; a weld-line portion; and a rib-shaped portion. The center portion surrounds the insert component. The outer peripheral portion includes a toothed portion and a toothless portion. The weld-line portion is formed in at least one of the center portion, the connecting portion and the outer peripheral portion at a location which is on a radially inner side of the toothless portion. The rib-shaped portion is formed in at least one of the center portion, the connecting portion and the outer peripheral portion at a location which includes the weld-line portion. The rib-shaped portion has a wall thickness that is larger than a wall thickness of another circumferential portion.

A gear of a speed reducer of an actuator includes: an insert component; a center portion; an outer peripheral portion; a connecting portion; a gate mark; a weld-line portion; and a rib-shaped portion. The center portion surrounds the insert component. The outer peripheral portion includes a toothed portion and a toothless portion. The weld-line portion is formed in at least one of the center portion, the connecting portion and the outer peripheral portion at a location which is on a radially inner side of the toothless portion. The rib-shaped portion is formed in at least one of the center portion, the connecting portion and the outer peripheral portion at a location which includes the weld-line portion. The rib-shaped portion has a wall thickness that is larger than a wall thickness of another circumferential portion.

Systems, methods and apparatus are disclosed for providing or maintaining a target surge margin at the compressor during steady state engine operating conditions and to avoid compressor surge during transients by controlling a compressor recirculation valve position to a commanded position. The estimated surge margin can be determined in response to the measured pressure ratio across the compressor, an estimated compressor flow, and a compressor map for the compressor.

Systems, methods and apparatus are disclosed for providing or maintaining a target surge margin at the compressor during steady state engine operating conditions and to avoid compressor surge during transients by controlling a compressor recirculation valve position to a commanded position. The estimated surge margin can be determined in response to the measured pressure ratio across the compressor, an estimated compressor flow, and a compressor map for the compressor.

Disclosed is an austenitic stainless steel alloy that includes or consists of, by weight, about 20.0% to about 21.5% chromium, about 8.5% to about 10.0% nickel, about 4.0% to about 5.0% manganese, about 0.5% to about 2.0% silicon, about 0.4% to about 0.5% carbon, about 0.2% to about 0.3% nitrogen, and a balance of iron with inevitable/unavoidable impurities. The elements niobium, tungsten, and molybdenum are excluded beyond impurity levels. Turbocharger turbine housings made of the stainless steel alloy, and methods of making the same, are also disclosed. The stainless steel alloy is suitable for use in turbocharger turbine applications for temperatures up to about 1020° C.

An engine assembly and a method of control thereof is provided. The engine assembly comprises: an exhaust gas aftertreatment device having an inlet for receiving exhaust gases leaving an engine; a heater for selectively heating gases at or upstream of the exhaust gas aftertreatment device; an air moving device for driving a flow of gases into the inlet of the exhaust gas aftertreatment device when the engine is in a non-running condition; and a controller configured to, prior to the engine being started: operate the heater to heat gases at or upstream of the inlet; and operate the air moving device to drive a flow of gases into the inlet to thereby heat the exhaust gas treatment device.

A hydraulic system for a rear gate of a baler implement includes a fluid circuit having a first portion connected to and disposed in fluid communication with a first fluid port of a hydraulic cylinder. A flow bypass assembly is disposed in the first portion of the fluid circuit. The flow bypass assembly includes a flow rate control valve selectively moveable between a first position allowing fluid communication therethrough at a first flow rate, and a second position blocking fluid communication therethrough. The flow bypass assembly further includes a bypass passageway for circulating the fluid when the flow rate control valve is closed. A flow restriction is disposed within the bypass passageway to provide a second flow rate that is less than the first flow rate.

An engine system includes an internal combustion engine having an engine block with one or more piston-cylinder arrangements communicating with an intake manifold and an exhaust manifold, a charge air passageway to the intake manifold, and an exhaust gas passageway that receives exhaust gas from the exhaust manifold. The engine system also includes one or more turbochargers each including a compressor to compress charge air and output the compressed charge air to the charge air passageway and a turbine that receives exhaust gas from the exhaust gas passageway and drives the compressor in response to the exhaust gas passing through the turbine. An air pump is positioned downstream of the compressor that supplies a portion of the compressed charge air into the exhaust gas passageway upstream of the turbine, such that the turbine receives both exhaust gas and compressed charge air.