An engine system having donor cylinders and non-donor cylinders is disclosed. The engine system may have a first intake manifold configured to distribute air into the non-donor cylinders, and a second intake manifold configured to distribute air into the donor cylinders. The engine system may also have a first exhaust manifold configured to discharge exhaust from the non-donor cylinders to the atmosphere, and a second exhaust manifold separate from the first exhaust manifold and configured to recirculate exhaust from the donor cylinders to the first intake manifold. The engine system may further have an orifice disposed in between the first intake manifold and the second intake manifold. The orifice may be configured to regulate a flow rate of fluid flowing from the first intake manifold to the second intake manifold. The engine system may further have a controller configured to selectively control the orifice in response to a desired exhaust gas recirculation operating condition.

A charging device for internal combustion engines includes a compressor part configured to compress drawn-in combustion air. The compressor part is arranged in an intake line of the internal combustion engine and is connected to the internal combustion engine via an actuatable mechanical coupler. An expansion part is disposed in a circulation system for a circulating working medium. The circulation system includes at least one exhaust-gas heat exchanger and a circulation pump such that the expansion part is driven utilizing waste heat from the internal combustion engine. An electric machine is connected to the expansion part so as to drive the compressor part. The electric machine is connected to the compressor part. An operational electric connection is disposed between the electric machine and a battery so that electric energy is stored during an energy-recovery mode or else so that electric energy is provided to drive the electric machine.

A charging device for internal combustion engines includes a compressor part configured to compress drawn-in combustion air. The compressor part is arranged in an intake line of the internal combustion engine and is connected to the internal combustion engine via an actuatable mechanical coupler. An expansion part is disposed in a circulation system for a circulating working medium. The circulation system includes at least one exhaust-gas heat exchanger and a circulation pump such that the expansion part is driven utilizing waste heat from the internal combustion engine. An electric machine is connected to the expansion part so as to drive the compressor part. The electric machine is connected to the compressor part. An operational electric connection is disposed between the electric machine and a battery so that electric energy is stored during an energy-recovery mode or else so that electric energy is provided to drive the electric machine.

An internal combustion engine may be coupled to a two-step engine boosting system to provide desired boost to the engine to meet torque demand. The two-step engine boosting system may first provide boost to the engine by nitrous oxide injection into the engine, followed by switching to providing boost from a frame rail air boosting system to generate the desired boost. Air from an air pump coupled to a transmission of the engine may flow air to the frame rail air boosting system for storage and for subsequent use in providing boost to the engine.

An internal combustion engine may be coupled to a two-step engine boosting system to provide desired boost to the engine to meet torque demand. The two-step engine boosting system may first provide boost to the engine by nitrous oxide injection into the engine, followed by switching to providing boost from a frame rail air boosting system to generate the desired boost. Air from an air pump coupled to a transmission of the engine may flow air to the frame rail air boosting system for storage and for subsequent use in providing boost to the engine.

An engine system capable of controlling an intake air flow includes a combustion chamber, an ignition plug, an intake air flow control valve, and a controller. The controller performs, in at least a part of an operating range, SPCCI combustion in which after jump-spark ignition combustion of a portion of a mixture gas inside the combustion chamber by a jump-spark ignition of the ignition plug, compression ignition combustion of the remaining mixture gas is carried out by a self-ignition. The controller strengthens, at least in a part of the operating range of SPCCI combustion, the intake air flow inside the combustion chamber by controlling the intake air flow control valve. The controller controls, in a middle-load range of the operating range where SPCCI combustion is performed, the intake air flow control valve so that the intake air flow becomes weaker than in a high-load range and a low-load range.

A system for recovering waste heat energy for a motor assisted turbocharger, including a turbine, a first power transmission device connected on a first side to the turbine, a drive gear disposed about and connected on a first side to a second side of the first power transmission device, a second power transmission device connected on a first side to a second side of the drive gear, and a compressor connected to a second side of the second power transmission device. The system further includes a motor gear drivingly connected to the drive gear, a motor generator connected to the motor gear, a waste heat recovery circuit including an expander, an output gear connected to the expander and drivingly connected to the motor gear.

A coupling assembly arranged between an input shaft and a rotor shaft of a supercharger includes a first hub, a second hub, a first side coupling assembly, a second side coupling assembly, a central hub and a plurality of coupler pins. The first hub is mounted for concurrent rotation with the input shaft. The second hub is mounted for concurrent rotation with the rotor shaft. The first side coupling assembly has a first side coupling body and a first side elastomeric insert. The first side coupling body includes an inboard body portion having a first series of pockets and an outboard body portion having a second series of pockets. The first side elastomeric insert has a first and second plurality of lobes. The pockets of the first and second series of pockets are tangentially offset relative to each other and each receive respective first and second plurality of lobes therein.

An engine system is provided, which includes a supercharger driven by a crankshaft of an engine, an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger, and a controller configured to output a control signal to the electromagnetic clutch. The controller includes a processor configured to execute an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle, an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle, and a boost controlling module to, when the detected uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target torque of the engine is within a not-boosting range.

An engine system is provided, which includes a supercharger driven by a crankshaft of an engine, an electromagnetic clutch disconnectably connecting the crankshaft to the supercharger, and a controller configured to output a control signal to the electromagnetic clutch. The controller includes a processor configured to execute an uphill-angle detecting module to detect an uphill angle during traveling of a vehicle, an uphill determining module to determine whether the detected uphill angle is above a given first uphill angle, and a boost controlling module to, when the detected uphill angle is above the first uphill angle, control the electromagnetic clutch to connect the crankshaft to the supercharger even when a target torque of the engine is within a not-boosting range.