A supercharging unit for an internal combustion engine has a high-pressure turbine which drives a high-pressure compressor so as to perform a rotational movement about a first axis and through which exhaust gas of the internal combustion engine flows, and having a low-pressure turbine which drives a low-pressure compressor so as to perform a rotational movement about a second axis and through which exhaust gas flows. The high-pressure turbine is arranged rotationally conjointly on a first shaft, and the high-pressure compressor is arranged rotationally conjointly on a second shaft, wherein the first and the second shaft are arranged parallel to one another and are arranged offset with respect to one another, wherein the first and the second shaft are mechanically operatively connected to one another such that the high-pressure compressor can be driven by the high-pressure turbine.

A supercharging unit for an internal combustion engine has a high-pressure turbine which drives a high-pressure compressor so as to perform a rotational movement about a first axis and through which exhaust gas of the internal combustion engine flows, and having a low-pressure turbine which drives a low-pressure compressor so as to perform a rotational movement about a second axis and through which exhaust gas flows. The high-pressure turbine is arranged rotationally conjointly on a first shaft, and the high-pressure compressor is arranged rotationally conjointly on a second shaft, wherein the first and the second shaft are arranged parallel to one another and are arranged offset with respect to one another, wherein the first and the second shaft are mechanically operatively connected to one another such that the high-pressure compressor can be driven by the high-pressure turbine.

An internal combustion engine includes an exhaust conduit having an exhaust port fluidically coupled to ambient fluid and having an internal cross-sectional area and an engine cylinder fluidically coupled to the exhaust conduit. A fluidic amplifier is disposed within the exhaust conduit and is fluidically coupled to the engine cylinder. The amplifier is further fluidically coupled to a source of primary fluid and is configured to introduce the primary fluid and at least a portion of fluid from the engine cylinder to the exhaust port.

An internal combustion engine includes an exhaust conduit having an exhaust port fluidically coupled to ambient fluid and having an internal cross-sectional area and an engine cylinder fluidically coupled to the exhaust conduit. A fluidic amplifier is disposed within the exhaust conduit and is fluidically coupled to the engine cylinder. The amplifier is further fluidically coupled to a source of primary fluid and is configured to introduce the primary fluid and at least a portion of fluid from the engine cylinder to the exhaust port.

The present invention relates to a vehicle supercharger assembly (14) comprising a generator comprising a first armature (14) being adapted for permanent drive from a source of motive power; a supercharger impeller (24) arranged to be driven via a gear train; an electric motor comprising a second armature (28), said second armature (28) being coupled to the gear train; a first clutch (32) for selectively coupling the first armature (14) to the gear train for driving the supercharger impeller (24) in a first mode of operation in which the electric motor is operable to adjust the speed of the supercharger impeller (24); and a second clutch (34), operable when said first armature (14) is coupled to the gear train, for selectively locking the gear train so as to prevent relative rotation of the first and second armatures in a second mode of operation.

The present invention relates to a vehicle supercharger assembly (14) comprising a generator comprising a first armature (14) being adapted for permanent drive from a source of motive power; a supercharger impeller (24) arranged to be driven via a gear train; an electric motor comprising a second armature (28), said second armature (28) being coupled to the gear train; a first clutch (32) for selectively coupling the first armature (14) to the gear train for driving the supercharger impeller (24) in a first mode of operation in which the electric motor is operable to adjust the speed of the supercharger impeller (24); and a second clutch (34), operable when said first armature (14) is coupled to the gear train, for selectively locking the gear train so as to prevent relative rotation of the first and second armatures in a second mode of operation.

A friction roller type speed increaser (100) includes a high speed side shaft (11), a ring roller (21), a low speed side shaft (13), at least one fixed roller (15), at least one movable roller, and a housing (23) that surrounds the rollers. A bearing unit (45) that includes a cylindrical bearing housing (51) into which the high speed side shaft (11) is inserted, bearings (53 and 55) on an inner circumferential portion of the bearing housing (51) which rotatably support the high speed side shaft (11), an oil seal (59) which is provided at one end portion of the bearing housing (51) and closes an inner space including the bearings is floating-supported such that the bearing unit can move in a radial direction of the high speed side shaft (11) in a unit accommodating section (47) formed in the housing (23).

An engine assembly comprises: an internal combustion engine having: a combustion chamber; an air inlet for supplying air to the combustion chamber; a fuel injector for supplying fuel to the combustion chamber; an exhaust outlet for releasing exhaust gas from the combustion chamber and a rotatable drive shaft, wherein combustion of fuel in air within the combustion chamber results in rotation of the drive shaft. The engine assembly further comprises: a turbocharger system comprising: a turbine configured to recover energy from exhaust gas provided via the exhaust gas outlet; and a turbocharger compressor configured to receive energy from the turbine and thereby to compress air for use in combustion of fuel in the combustion chamber. The engine assembly further comprises: a supercharger system comprising a supercharger compressor configured to receive kinetic energy from the drive shaft and to compress air for use in combustion in the combustion chamber. The engine assembly further comprises: a flywheel configured for kinetic energy storage; a first linkage between the drive shaft and the flywheel, wherein the linkage comprises a variable belt drive; and a second linkage between the first linkage and the supercharger compressor.

An engine assembly comprises: an internal combustion engine having: a combustion chamber; an air inlet for supplying air to the combustion chamber; a fuel injector for supplying fuel to the combustion chamber; an exhaust outlet for releasing exhaust gas from the combustion chamber and a rotatable drive shaft, wherein combustion of fuel in air within the combustion chamber results in rotation of the drive shaft. The engine assembly further comprises: a turbocharger system comprising: a turbine configured to recover energy from exhaust gas provided via the exhaust gas outlet; and a turbocharger compressor configured to receive energy from the turbine and thereby to compress air for use in combustion of fuel in the combustion chamber. The engine assembly further comprises: a supercharger system comprising a supercharger compressor configured to receive kinetic energy from the drive shaft and to compress air for use in combustion in the combustion chamber. The engine assembly further comprises: a flywheel configured for kinetic energy storage; a first linkage between the drive shaft and the flywheel, wherein the linkage comprises a variable belt drive; and a second linkage between the first linkage and the supercharger compressor.

A coupling assembly arranged between an input shaft and a rotor shaft of a supercharger can include a first coupling, a second coupling, a central hub and a plurality of coupler pins. The first coupling can be mounted for concurrent rotation with the input shaft. The second coupling can be mounted for concurrent rotation with the rotor shaft. The central hub can be disposed intermediate the first and second couplings. The central hub defines central hub bores therein. A plurality of coupler pins can be received in the central hub bores. A first plurality of elastomeric inserts can receive first portions of the plurality of coupler pins. A second plurality of elastomeric inserts can receive second portions of the plurality of coupler pins. The first and second elastomeric inserts can provide dampening between (i) the first coupling and the central hub and (ii) the second coupling and the central hub.