A method of cooling a compressor, providing compressed working fluid, in a natural gas based combustion engine is provided. The method includes diverting at least a portion of natural gas from a fuel tank of the combustion engine. The method further includes routing the portion of natural gas towards the compressor. The method also includes providing one or more nozzles disposed at one or more strategic locations of the compressor. The method further includes injecting the portion of natural gas, via the one or more nozzles, inside the compressor. The method also includes allowing the portion of natural gas to diffuse with the compressed working fluid inside the compressor in an endothermic expansion process, to convectively cool the compressor.

A method of cooling a compressor, providing compressed working fluid, in a natural gas based combustion engine is provided. The method includes diverting at least a portion of natural gas from a fuel tank of the combustion engine. The method further includes routing the portion of natural gas towards the compressor. The method also includes providing one or more nozzles disposed at one or more strategic locations of the compressor. The method further includes injecting the portion of natural gas, via the one or more nozzles, inside the compressor. The method also includes allowing the portion of natural gas to diffuse with the compressed working fluid inside the compressor in an endothermic expansion process, to convectively cool the compressor.

A thrust bearing, particularly for a turbocharger, having unique configurations on the thrust pad faces, including free-form curvatures or non-linear configurations defined by a geometric equation. The thrust pad faces can be configured by a programmed linear actuator system and cutting tool.

A thrust bearing, particularly for a turbocharger, having unique configurations on the thrust pad faces, including free-form curvatures or non-linear configurations defined by a geometric equation. The thrust pad faces can be configured by a programmed linear actuator system and cutting tool.

A thrust bearing, particularly for a turbocharger, having unique configurations on the thrust pad faces, including free-form curvatures or non-linear configurations defined by a geometric equation. The thrust pad faces can be configured by a programmed linear actuator system and cutting tool.

The invention relates to an electric machine (10) and, for example, a variable reluctance or permanent-magnet electric motor, for use in an automotive vehicle, in particular for an electric supercharger for automotive vehicles, comprising a rotor (12) and a stator (14) which are furnished with teeth (16; 18), the stator (12) having at least one cavity (34; 36) distinct from the space between the teeth (18) of the stator (14). The invention also relates to an electric supercharger for automotive vehicles, comprising a compression wheel and an electric machine (10) of this type, for driving the compression wheel in rotation.

The invention relates to an electric machine (10) and, for example, a variable reluctance or permanent-magnet electric motor, for use in an automotive vehicle, in particular for an electric supercharger for automotive vehicles, comprising a rotor (12) and a stator (14) which are furnished with teeth (16; 18), the stator (12) having at least one cavity (34; 36) distinct from the space between the teeth (18) of the stator (14). The invention also relates to an electric supercharger for automotive vehicles, comprising a compression wheel and an electric machine (10) of this type, for driving the compression wheel in rotation.

A housing is formed with an impeller side communicating passage extending from an impeller chamber in a direction including a component of an outer side in a radial direction, circulating channels extending from the impeller side communicating passage in a direction including a component of a front side in the axial direction, and a suction side communicating passage communicating with the circulating channel and a suction channel that guides a gas into the impeller chamber. A radial dimension from an axis to a communicating position at which each of the circulating channels communicates with the suction side communicating path is larger than a radial dimension from the axis to a communication position with the impeller side communicating path in the circulating channel. A channel area of the circulating passage at a communicating position for the suction side communicating passage is larger than a channel area of the circulating channel at a communicating position for the impeller side communicating passage.

Exhaust gas from a first outlet port (5) of a cylinder (3) of a combustion engine (2) can flow through the first turbocharger (7), and exhaust gas from a second outlet port (6) of the cylinder (3) can flow through the second turbocharger (17). A first connecting duct (28) can supply the second turbine (19) with exhaust gas from the first turbine (9). The first connecting duct (28) is connected to a first bypass duct (29) that issues into a tailpipe line (32) downstream of the second turbine (19) to bypass the second turbine (19). The first bypass duct (29) has a second control valve (44) that can block the first bypass duct (29). The first connecting duct (28) has a first control valve (43) that can block the first connecting duct (28) to prevent exhaust gas from flowing through the first turbine (9) to the second turbine (19).

Exhaust gas from a first outlet port (5) of a cylinder (3) of a combustion engine (2) can flow through the first turbocharger (7), and exhaust gas from a second outlet port (6) of the cylinder (3) can flow through the second turbocharger (17). A first connecting duct (28) can supply the second turbine (19) with exhaust gas from the first turbine (9). The first connecting duct (28) is connected to a first bypass duct (29) that issues into a tailpipe line (32) downstream of the second turbine (19) to bypass the second turbine (19). The first bypass duct (29) has a second control valve (44) that can block the first bypass duct (29). The first connecting duct (28) has a first control valve (43) that can block the first connecting duct (28) to prevent exhaust gas from flowing through the first turbine (9) to the second turbine (19).