A variable nozzle device 20 for a variable geometry turbocharger includes: a nozzle mount 21; a nozzle plate 22 disposed so as to face the nozzle mount, the nozzle plate forming a nozzle flow passage 4 having an annular shape between the nozzle plate 22 and the nozzle mount 21; and a plurality of variable nozzle vanes 6 disposed at a predetermined interval in a circumferential direction of the nozzle flow passage 4 so as to be individually rotatable about a pivot axis 02. The nozzle plate 22 includes a first surface 33 facing the nozzle mount 21, a second surface 34 opposite to the first surface 33, and at least one through hole 36 formed through the first surface 33 and the second surface 35. The at least one through hole 36 has a first opening 36a formed on the first surface 33 at an inner side of the pivot axis with respect to a radial direction, and a second opening 36b formed on the second surface 35 at an outer side of the first opening 36a with respect to the radial direction or at the same position as the first opening 36a with respect to the radial direction. Accordingly, as the working fluid ‘g’ injected from the through hole 36 joins the working fluid G flowing through the nozzle flow passage 4 toward the turbine wheel 3 through the plurality of variable nozzle vanes 6, the flow of the working fluid G is guided toward the inner surface at the hub 32 side, and thereby it is possible to suppress deviation of flow of the working fluid G toward the shroud, that is, suppress the drift of the working fluid G.

A system comprising an electronic control unit configured to provide an intake manifold of an internal combustion engine with a mixture of fuel gas, air and exhaust gas with a lambda (λ) of approximately 1 and an exhaust gas recirculation (EGR) content of about 10% to about 45%, wherein the internal combustion engine comprises a prechamber coupled to a main combustion chamber, wherein the main combustion chamber is formed in a cylinder by a piston and at least one cylinder head, wherein a source of a gas-air mixture into the prechamber comprises: an intake port of the main combustion chamber and a connection line between the intake port and a prechamber gas valve of the prechamber; or an intake manifold and a connection line between the intake manifold and the prechamber gas valve of the prechamber.

An engine system has an internal combustion engine, a turbocharger provided with a compressor and with a turbine; and a supply line, which supplied air to the engine through said compressor; the supply line has a supplementary compression stage, which is distinct from the compressor and is controlled in combination with and adjustment of the turbine, in order to limit the back pressure of the exhaust gases flowing out of the engine; in particular, said compression stage is defined by an ejector.

An oblong-shaped rotor engine with improved high sealing performance includes an upper end cover, a lower end cover, a rotor, three combustion chambers, three isolation zones, a fuel spray ignition unit, a sealing pin row and an eccentric driving shaft, a sealing pin row, which seals the transition zone between different combustion cylinders, wherein the engine according to this invention can better avoid the effect of structural wear, effectively enhance the sealing performance between combustion chambers and abate gas leakage between cylinders, wherein the designed profile and sealing means can enlarge the design error margin for engines, abate the processing difficulty of engines, and effectively decrease the production costs of engines.

An internal combustion engine with controlled ignition comprises a cylinder, a relative piston, and a head between which a combustion chamber is operationally defined. The cylinder and the piston define a first prismatic coupling. The engine also comprises a pre-chamber made directly inside the combustion chamber, and a male element stably connected to an upper surface of the piston to penetrate the pre-chamber at least in one portion of the relative motion of the piston in the cylinder. A spark plug is arranged to look out into the pre-chamber.

The disclosure concerns an internal combustion engine comprising an exhaust camshaft, an intake camshaft, a turbocharger, and a control system. The turbocharger comprises a compressor. A timing of the exhaust camshaft and a timing of the intake camshaft are controllable by the control system, which is configured to: store a compressor map related to the compressor, store a reference area within the compressor map, and determine at least two parameters. In response to the at least two parameters indicating that a current operational point of the compressor is outside the reference area, the control system changes the timing of the exhaust camshaft to advance closing of the exhaust valve, and the timing of the intake camshaft to delay opening of the intake valve.

A heat exchanger with centric structure for waste heat recovery is disclosed. The heat exchanger (2) includes an annular heat exchange passage (10) with an array of heat exchange pipes located therein and a bypass passage (6) located concentrically within the heat exchange passage. A valve arrangement (40) is provided to switch the flow of exhaust gas between a duty mode and a bypass mode. The valve arrangement comprises a central chamber and a valve plug (96) that is axially movable between a duty position and a bypass position.

An object of the present invention is to provide an exhaust gas purification system including a first exhaust gas treatment section provided upstream in an exhaust pathway of an internal-combustion engine, a second exhaust gas treatment section provided upstream in the exhaust pathway of the internal-combustion engine, wherein the exhaust gas purification system allows rhodium element contained in a catalyst layer of the second exhaust gas treatment section to efficiently exhibit the catalytic activity, and the present invention provides an exhaust gas purification system (1) configured to purify exhaust gas emitted from an internal-combustion engine, the exhaust gas purification system (1) including an exhaust gas path (2) through which exhaust gas flows, a first exhaust gas treatment section (3) provided upstream in the exhaust gas path (2), and a second exhaust gas treatment section (4) provided downstream in the exhaust gas path (2); wherein first catalyst layers of the first exhaust gas treatment section (3) each contain cerium element; wherein a percentage of the mass of the cerium element contained in the first catalyst layers in terms of cerium oxide, to the mass of the first catalyst layers, is 5.0% by mass or more and 13.0% by mass or less; and wherein second catalyst layers of the second exhaust gas treatment section (4) each contain rhodium element.

Provided are: a hydrocarbon adsorbent capable of adsorbing hydrocarbons, storing the adsorbed hydrocarbons up to a relatively high temperature, and desorbing the adsorbed and stored hydrocarbons at a relatively high temperature; an exhaust gas purifying catalyst composition using the same; an exhaust gas purifying catalyst; and a method for treating an exhaust gas. The hydrocarbon adsorbent comprises a zeolite having an MRT-type framework structure. The hydrocarbon adsorbent comprises a small-pore zeolite having a total desorption amount ZD.sub.1 of propylene desorbed at 50° C. or higher and lower than 300° C. being 3.5 mmol/g or less and a total desorption amount ZD.sub.2 of propylene desorbed at 300° C. or higher and 500° C. or lower being 0.5 mmol/g or more, per 1 g by mass of the small-pore zeolite, when adsorbing propylene at 50° C. and then heating from 50° C. to 500° C. under the condition of 10° C./min by a temperature-programmed desorption method.

A system for controlling the temperature of an engine, which includes at least one cylinder. The system includes a turbocharger and at least one air-nozzle. The turbocharger includes exhaust-gas-inlet-port, an exhaust-gas-outlet-port, an air-inlet-port, a compressed-air-outlet-port, a turbine and a compressor. The exhaust-gas-inlet-port is coupled with the exhaust-gas-outlet of the engine. Exhaust gas from the engine rotates the turbine, which rotates the compressor. The compressor draws air from the air inlet port, compresses the air thereby increasing the pressure thereof, and provides the compressed air to the compressed-air-outlet-port. An inlet of the air-nozzle or nozzles is coupled with the compressed-air-outlet-port. The air-nozzle or nozzles are directed toward a respective one of the at least one cylinder, and directs a flow of air toward the respective one of the at least one cylinder.