A blower may include a blower housing that may include a plurality of rotor chambers and a plurality of rotors. The plurality of rotors may be substantially identical and each may include a twist angle and a helix angle. The rotors and the blower housing may be configured to create internal fluid compression when the rotors are rotating at a first rotational speed and not to create internal fluid compression when the rotors are rotating at a second rotational speed. The rotors and the blower housing may be configured to create the internal fluid compression without backflow slots in the blower housing. The twist angle may include the angular displacement of lobes of the plurality of rotors between axial ends of the plurality of rotors. The helix angle may be a function of the twist angle and a pitch diameter of the plurality of rotors.

A blower may include a blower housing that may include a plurality of rotor chambers and a plurality of rotors. The plurality of rotors may be substantially identical and each may include a twist angle and a helix angle. The rotors and the blower housing may be configured to create internal fluid compression when the rotors are rotating at a first rotational speed and not to create internal fluid compression when the rotors are rotating at a second rotational speed. The rotors and the blower housing may be configured to create the internal fluid compression without backflow slots in the blower housing. The twist angle may include the angular displacement of lobes of the plurality of rotors between axial ends of the plurality of rotors. The helix angle may be a function of the twist angle and a pitch diameter of the plurality of rotors.

A control device for an engine is provided, which includes variable intake and exhaust valve operating mechanisms, a supercharger provided to an intake passage and configured to boost intake air introduced into a cylinder, and a controller. The controller drives the supercharger when the engine operates in a boosted range. The controller controls the variable intake and exhaust valve operating mechanisms so that a valve overlap period during which intake and exhaust valves open simultaneously is formed, when the engine operates in a low-speed boosted range of the boosted range where the engine speed is less than a reference speed. The controller controls the variable exhaust valve operating mechanism so that the open timing of the exhaust valve is more advanced when the engine operates in a high-speed boosted range of the boosted range where the engine speed is greater than or equal to the reference speed.

A thermal abatement system comprises an axial inlet, radial outlet supercharger. A main case comprises at least two rotor bores, an inlet plane and an outlet plane. The inlet plane is perpendicular to the outlet plane. An inlet wall comprises an inner surface. Two rotor mounting recesses are in the inner surface, and the inlet wall is parallel to the inlet plane. An outlet is in the outlet plane. An inlet is in the inlet plane. At least two rotors are configured to move air from the inlet to the outlet. The main case comprises at least two backflow ports. An intercooler is connected to receive air expelled from the supercharger, to cool the received air, and to expel the cooled air to the at least two back flow ports.

A thermal abatement system comprises an axial inlet, radial outlet supercharger. A main case comprises at least two rotor bores, an inlet plane and an outlet plane. The inlet plane is perpendicular to the outlet plane. An inlet wall comprises an inner surface. Two rotor mounting recesses are in the inner surface, and the inlet wall is parallel to the inlet plane. An outlet is in the outlet plane. An inlet is in the inlet plane. At least two rotors are configured to move air from the inlet to the outlet. The main case comprises at least two backflow ports. An intercooler is connected to receive air expelled from the supercharger, to cool the received air, and to expel the cooled air to the at least two back flow ports.

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.

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 assembly includes an engine compartment containing an internal combustion engine and a cooler compartment adjacent the engine compartment containing a heat exchanger. The engine and cooler compartments have an opening defined therebetween. A forced air system is operable to drive an airflow. A method for cooling the engine and its compartment is disclosed.

An internal combustion engine includes one or more pairs of non-meshing, externally timed rotors disposed within a housing in an expander module and a compressor module. Each rotor includes a cylindrical, center main body including a first end, a second end opposite the first end, an elongate portion extending between the ends and a first peripheral surface portion and a second peripheral surface portion and a bore extending through a center of the main body from the first end to the to second end. The rotors each have a groove extending along outer peripheral edge portions of the rotor. A pair of tip seals is disposed in the grooves. A pair of apex seals is disposed on the first peripheral surface portion and the second peripheral surface portion and an axially floating end plate is disposed at an end of the housing.

An internal combustion engine includes one or more pairs of non-meshing, externally timed rotors disposed within a housing in an expander module and a compressor module. Each rotor includes a cylindrical, center main body including a first end, a second end opposite the first end, an elongate portion extending between the ends and a first peripheral surface portion and a second peripheral surface portion and a bore extending through a center of the main body from the first end to the to second end. The rotors each have a groove extending along outer peripheral edge portions of the rotor. A pair of tip seals is disposed in the grooves. A pair of apex seals is disposed on the first peripheral surface portion and the second peripheral surface portion and an axially floating end plate is disposed at an end of the housing.