A method for manufacturing a turbine wheel comprising casting the turbine wheel from an austenitic nickel-chromium-based superalloy, subjecting the cast turbine wheel to hot isostatic pressing and then subjecting a surface of the hot isostatically pressed turbine wheel to plastic deformation, wherein said hot isostatic pressing is effected at a pressure of 98 to 200 MPa and a temperature of 1160 to 1220 C. for a time period of 225 to 300 minutes. There is further described a hot isostatically pressed cast turbine wheel manufactured from an austenitic nickel-chromium-based superalloy, the turbine wheel having a plastically deformed surface; and a turbocharger incorporating such a turbine wheel.

A turbocharger includes a compressor housing, a compressor impeller, a diffuser passage, a diffuser surface, a cooling passage, and a return passage. The diffuser surface is a part of the compressor housing and is a wall surface of the compressor housing that faces the diffuser passage. A part of an intake gas returns through the return passage to an upstream side of the compressor impeller in a flow direction of the intake gas in the compressor housing. A passage forming member is attached to the compressor housing, and cooperates with the compressor housing to form the return passage. The compressor housing has an insertion recess that has a circular shape. The insertion recess receives an insertion portion that is a part of the passage forming member and has a cylindrical shape. The cooling passage is formed by the insertion recess and the insertion portion inserted into the insertion recess.

A turbocharger includes a compressor housing, a compressor impeller, a diffuser passage, a diffuser surface, a cooling passage, and a return passage. The diffuser surface is a part of the compressor housing and is a wall surface of the compressor housing that faces the diffuser passage. A part of an intake gas returns through the return passage to an upstream side of the compressor impeller in a flow direction of the intake gas in the compressor housing. A passage forming member is attached to the compressor housing, and cooperates with the compressor housing to form the return passage. The compressor housing has an insertion recess that has a circular shape. The insertion recess receives an insertion portion that is a part of the passage forming member and has a cylindrical shape. The cooling passage is formed by the insertion recess and the insertion portion inserted into the insertion recess.

A turbocharger includes a bearing housing, a compressor housing connected to the bearing housing via a seal plate, a compressor impeller, a diffuser passage, a diffuser surface, and a cooling passage. The bearing housing has a first facing surface, and a first extending surface that is formed continuously with the first facing surface. The seal plate has a second facing surface that faces the first facing surface, and a second extending surface that is formed continuously with the second facing surface. The second extending surface faces the first extending surface in a radial direction of the impeller shaft. The cooling passage is defined by the first facing surface, the first extending surface, the second facing surface, and the second extending surface.

A turbocharger includes a bearing housing, a compressor housing connected to the bearing housing via a seal plate, a compressor impeller, a diffuser passage, a diffuser surface, and a cooling passage. The bearing housing has a first facing surface, and a first extending surface that is formed continuously with the first facing surface. The seal plate has a second facing surface that faces the first facing surface, and a second extending surface that is formed continuously with the second facing surface. The second extending surface faces the first extending surface in a radial direction of the impeller shaft. The cooling passage is defined by the first facing surface, the first extending surface, the second facing surface, and the second extending surface.

A method for controlling an engine in response to an increase in a load on the engine is disclosed. The engine includes a cylinder with a piston slidably disposed therein between a top dead center position and a bottom dead center position. The cylinder and the piston define a combustion chamber. The method includes initiating a first injection event and a second injection event. The first injection event includes introducing a first predetermined quantity of fuel into the combustion chamber at least 5 degrees before the piston reaches the top dead center position. The second injection event includes introducing a second predetermined quantity of fuel into the combustion chamber not earlier than 30 degrees after the piston moves away from the top dead center position.

To improve the controllability of the feedback control of the boost pressure, an ECU comprises a valve control part that feedback controls a boost pressure of a turbocharger based on a deviation between a target boost pressure and an actual boost pressure, and a determination part that determines whether or not the exhaust state in an exhaust passage can achieve the target boost pressure, and the feedback control includes at least an integral term, and when the determination part determines the exhaust state cannot achieve the target boost pressure, the valve control part reduces the influence of the deviation on the calculation of integral term compared with that when the exhaust state can achieve the target boost pressure.

To improve the controllability of the feedback control of the boost pressure, an ECU comprises a valve control part that feedback controls a boost pressure of a turbocharger based on a deviation between a target boost pressure and an actual boost pressure, and a determination part that determines whether or not the exhaust state in an exhaust passage can achieve the target boost pressure, and the feedback control includes at least an integral term, and when the determination part determines the exhaust state cannot achieve the target boost pressure, the valve control part reduces the influence of the deviation on the calculation of integral term compared with that when the exhaust state can achieve the target boost pressure.

Systems, methods, and vehicles for use with internal combustion engines comprising combustion chambers that produce exhaust gases that include a Stirling engine having a hot side and a cold side with the hot side being in thermal contact with exhaust gases produced by the internal combustion engine. The Stirling engine is configured to be powered by heat from the exhaust gases during operation of the internal combustion engine, and a compressor powered by the Stirling engine is configured to provide compressed air to combustion chambers of the internal combustion engine.

The present invention relates to a Rankine system comprising a valve including a valve member. The valve member is provided with a valve controlling element in the form of an elongated tapered end portion with a tip end facing the duct, wherein the tapered end portion is arranged to be inserted through the opening and into the duct as the valve member is moved towards the valve seat. The actuator is configured to hold the valve member in at least one intermediate position between the first and second end positions, where the tapered end portion occupies a portion of a cross-sectional fluid through-flow area defined by the duct so as to partly restrict a flow of fluid through the duct.