A power conversion device in the form of a compressor drive constitutes a three channel power sharing transmission which allows power input and/or output from shafts on two of the channels along with hydraulic, electric or potentially pneumatic power input and/or output from the third channel. Varying the input and/or output of hydraulic, electric or pneumatic flow provides a continuously variable transmission function. Several embodiments of the power conversion device are described to drive a supercharger for an internal combustion engine providing a variable ratio coupling allowing effective use of a centrifugal type compressor across a broad range of operational engine speeds.

A power conversion device in the form of a compressor drive constitutes a three channel power sharing transmission which allows power input and/or output from shafts on two of the channels along with hydraulic, electric or potentially pneumatic power input and/or output from the third channel. Varying the input and/or output of hydraulic, electric or pneumatic flow provides a continuously variable transmission function. Several embodiments of the power conversion device are described to drive a supercharger for an internal combustion engine providing a variable ratio coupling allowing effective use of a centrifugal type compressor across a broad range of operational engine speeds.

A turbocharger includes a turbine housing defining a turbine housing interior, a turbine wheel disposed within the turbine housing interior, a shaft coupled to and rotatable by the turbine wheel, a compressor housing defining a compressor housing interior and a flow path, and a compressor wheel disposed within the compressor housing interior and coupled to the shaft. The compressor wheel has a hub coupled to the shaft, and a plurality of impeller blades extending radially from the hub. The plurality of impeller blades define an inducer end having an inducer diameter, and an exducer end having an exducer diameter greater than the inducer diameter. The inducer diameter and the exducer diameter establish a compressor trim. The compressor wheel also has a compressor wheel shroud disposed about the plurality of impeller blades. The compressor wheel shroud encloses the plurality of impeller blades to define a shroud interior.

A turbocharger includes a turbine housing defining a turbine housing interior, a turbine wheel disposed within the turbine housing interior, a shaft coupled to and rotatable by the turbine wheel, a compressor housing defining a compressor housing interior and a flow path, and a compressor wheel disposed within the compressor housing interior and coupled to the shaft. The compressor wheel has a hub coupled to the shaft, and a plurality of impeller blades extending radially from the hub. The plurality of impeller blades define an inducer end having an inducer diameter, and an exducer end having an exducer diameter greater than the inducer diameter. The inducer diameter and the exducer diameter establish a compressor trim. The compressor wheel also has a compressor wheel shroud disposed about the plurality of impeller blades. The compressor wheel shroud encloses the plurality of impeller blades to define a shroud interior.

There is provided a compact turbine-compressor assembly 25. The turbine-compressor assembly 25 includes a turbine wheel 39 with one or more turbine blades 41 and a compressor wheel 47 that includes one or more compressor blades 49. The compressor wheel 47 is concentric with the turbine wheel 39. Furthermore, the compressor wheel 47 and the turbine wheel 39 are not located at opposite ends of a common axle with a medial portion of the axle distancing them apart, as is the case with prior art turbine-compressor assemblies that are known. In contrast, the turbine wheel 39 and the compressor wheel 47 are located adjacent to each other and in one embodiment they axially overlap each other so that one nests within the other to thereby provide a compact arrangement. The turbine-compressor assembly 25 includes a first fluid path 67 which is configured to convey fluid, which will typically be air, through the turbine blades 41. The turbine-compressor assembly 25 also includes a second fluid path 77 which is configured to convey fluid, which will typically be air, through the compressor blades. The turbine-compressor assembly 25 is arranged so that the first fluid path 67 is distinct from the second fluid path 77 and vice-versa.

There is provided a compact turbine-compressor assembly 25. The turbine-compressor assembly 25 includes a turbine wheel 39 with one or more turbine blades 41 and a compressor wheel 47 that includes one or more compressor blades 49. The compressor wheel 47 is concentric with the turbine wheel 39. Furthermore, the compressor wheel 47 and the turbine wheel 39 are not located at opposite ends of a common axle with a medial portion of the axle distancing them apart, as is the case with prior art turbine-compressor assemblies that are known. In contrast, the turbine wheel 39 and the compressor wheel 47 are located adjacent to each other and in one embodiment they axially overlap each other so that one nests within the other to thereby provide a compact arrangement. The turbine-compressor assembly 25 includes a first fluid path 67 which is configured to convey fluid, which will typically be air, through the turbine blades 41. The turbine-compressor assembly 25 also includes a second fluid path 77 which is configured to convey fluid, which will typically be air, through the compressor blades. The turbine-compressor assembly 25 is arranged so that the first fluid path 67 is distinct from the second fluid path 77 and vice-versa.

The present disclosure relates to a turbo compound system for a vehicle which recovers emission gas energy of an engine, and particularly, to a turbo compound system for a vehicle which may recover emission gas energy and provide the energy to various auxiliary devices for a vehicle in various forms. In addition, the present disclosure relates to a turbo compound system for a vehicle in which recovered emission gas energy is transferred directly to auxiliary devices for a vehicle without passing through a crank shaft for a vehicle, thereby preventing deterioration of fuel efficiency or output reduction, and simplifying facility and control.

The present disclosure relates to a turbo compound system for a vehicle which recovers emission gas energy of an engine, and particularly, to a turbo compound system for a vehicle which may recover emission gas energy and provide the energy to various auxiliary devices for a vehicle in various forms. In addition, the present disclosure relates to a turbo compound system for a vehicle in which recovered emission gas energy is transferred directly to auxiliary devices for a vehicle without passing through a crank shaft for a vehicle, thereby preventing deterioration of fuel efficiency or output reduction, and simplifying facility and control.

In a control apparatus of an engine having a first fuel injection valve for injecting fuel into an intake path of the engine, a second fuel injection valve for injecting fuel into a combustion chamber of the engine, a supercharger for supercharging intake air for the engine, and a waste gate valve for opening and closing an exhaust bypass passage for bypassing a turbine of the supercharger, the waste gate valve is controlled to act in a closing direction in response to an increase in the injection amount of fuel injected from the first fuel injection valve, in a region where the injection amount of fuel from the first fuel injection valve is larger than the injection amount of fuel from the second fuel injection valve.

In a control apparatus of an engine having a first fuel injection valve for injecting fuel into an intake path of the engine, a second fuel injection valve for injecting fuel into a combustion chamber of the engine, a supercharger for supercharging intake air for the engine, and a waste gate valve for opening and closing an exhaust bypass passage for bypassing a turbine of the supercharger, the waste gate valve is controlled to act in a closing direction in response to an increase in the injection amount of fuel injected from the first fuel injection valve, in a region where the injection amount of fuel from the first fuel injection valve is larger than the injection amount of fuel from the second fuel injection valve.