The disclosure relates to a compressor assembly for an air supply unit of a vehicle. The compressor assembly includes: a compressor for providing pressurized air and having a compressor housing, at least one mounting bracket, wherein the at least one mounting bracket is fixed to the compressor housing, and, for each mounting bracket, one bearing for connecting the compressor assembly to a housing structure of the air supply unit. The bearing includes a flexible, hollow bellow, adapted to receive a gaseous medium, wherein the bellow includes at least one mounting feature, in particular recess, adapted to receive the mounting bracket, and the bellow is adapted to be pneumatically charged from an unpressurized state into a pressurized state, wherein the mounting feature is adapted to mechanically connect the bellow to the mounting bracket in a pressurized state via a positive lock.

This exhaust structure for a vehicle-mounted engine has an air intake channel 3 disposed on one side of an engine main body and an exhaust channel disposed on the other side thereof, the exhaust structure for the vehicle-mounted engine comprising: a turbine of a turbocharger disposed on the other side of the engine main body and connected to the exhaust channel; a first exhaust gas purification device connected to the exhaust channel downstream of the turbine; and a second exhaust gas purification device connected to the exhaust channel 4 downstream of the first exhaust gas purification device. The first exhaust gas purification device is disposed so as to be near the rear of the turbocharger, and the second exhaust gas purification device is disposed so as to be near a cylinder hock on the other side of the engine main body.

A vehicle intake supercharger is described herein. The supercharger is driven by a continuously variable transmission (CVT), which is driven by a main car transmission through a transmission output shaft. The present invention significantly improves boost by the supercharger at mid and high-end revolutions per minute (RPMs) and reduces boost lag at low-end RPMs with lower power withdrawn from the engine at higher gears. As the transmission output gets faster, lower engine power is required to spin the supercharger, where boost is optimized by the CVT depending on many factors, such as driving conditions, driver input, engine RPM and max engine intake pressure.

An aftercooler is provided comprising a housing, an outlet diverter coupled to the housing and having an outlet port, and an inlet diffuser comprising a forward wall having a peripheral rim coupled to the housing, an upper wall connected to the forward wall, a lower wall connected to the forward wall, a first side wall connected to the upper wall and the lower wall and having a first end disposed adjacent the peripheral rim and a second end disposed adjacent an inlet port of the inlet diffuser, a second side wall connected to the upper wall and the lower wall and having a first end disposed adjacent the peripheral rim and a second end disposed adjacent the inlet port, and a plurality of fins disposed within an interior volume of the inlet diffuser collectively distributing air across an outlet opening of the inlet diffuser for delivery to the housing.

A system is provided comprising an engine having a first cylinder bank and a second cylinder bank disposed in a VEE configuration, a first compressor configured to compress fluid to a first pressure, a first cooler coupled to the first compressor, the first cooler receiving the compressed fluid from the first compressor and cooling the compressed fluid, a second compressor coupled to the first cooler, the second compressor being configured to receive cooled, compressed fluid from the first cooler and compress the cooled, compressed fluid to a second pressure that is higher than the first pressure, and a second cooler coupled to the second compressor, the second cooler receiving the compressed fluid from the second compressor and cooling the compressed fluid for introduction into the pair of cylinder banks. The first compressor, the first cooler, the second compressor and the second cooler are disposed within the VEE.

A method and apparatus that circumvents belt path obstacles in a Corvette C8 engine for transferring auxiliary power from the engine crankshaft output pulley to a supercharger input pulley by using a drive path transfer apparatus including a transfer input pulley located in the same plane as the crankshaft pulley and connected to it with the main drive belt, a transfer output pulley in a second plane spaced inboard of the first plane including the supercharger pulley, a secondary belt joining the transfer output pulley and the supercharger pulley, and a coupling shaft having the transfer input pulley at one end and the transfer output pulley at the other end, the coupling shaft being rotationally mounted in a two-piece installable bracket secured on the engine block in a location to the side of the obstruction, thereby transferring power from the engine to the supercharger without interference from the obstruction.

A method and apparatus that circumvents belt path obstacles in a Corvette C8 engine for transferring auxiliary power from the engine crankshaft output pulley to a supercharger input pulley by using a drive path transfer apparatus including a transfer input pulley located in the same plane as the crankshaft pulley and connected to it with the main drive belt, a transfer output pulley in a second plane spaced inboard of the first plane including the supercharger pulley, a secondary belt joining the transfer output pulley and the supercharger pulley, and a coupling shaft having the transfer input pulley at one end and the transfer output pulley at the other end, the coupling shaft being rotationally mounted in a two-piece installable bracket secured on the engine block in a location to the side of the obstruction, thereby transferring power from the engine to the supercharger without interference from the obstruction.

An internal combustion engine with a turbocharger according to an embodiment includes a cylinder block internally including a plurality of cylinders, a cylinder head disposed on top of the cylinder block, and internally including a plurality of exhaust flow passages through which exhaust air discharged from each of the plurality of cylinders flows, and the turbocharger including a rotational shaft, a turbine wheel, and a compressor wheel, the turbine wheel being disposed at one end of the rotational shaft, the compressor wheel being disposed at the other end of the rotational shaft. At least the turbine wheel of the turbocharger is arranged inside the cylinder head. The cylinder head internally includes a plurality of scroll passages for introducing the exhaust air flowing through the plurality of exhaust flow passages to the turbine wheel, the plurality of scroll passages including a first scroll passage for introducing the exhaust air from a first range in a circumferential direction of the turbine wheel to the turbine wheel, and a second scroll passage for introducing the exhaust air from a second range, which is different from the first range in the circumferential direction of the turbine wheel, to the turbine wheel.

A turbocharger engine includes an engine body and a turbocharger. The turbocharger includes a large turbo unit having a large turbine chamber, a large compressor chamber, and a large turbine shaft extending between the two chambers; and a small turbo unit having a small turbine chamber, a small compressor chamber, and a small turbine shaft extending between the two chambers. The large compressor chamber is disposed upstream of the small compressor chamber in an intake passage. A large turbo axis and a small turbo axis are disposed to extend generally in the same direction as an engine output axis. The large turbo unit is disposed such that the large turbo axis is non parallel to the engine output axis, and a large-compressor-chamber-side portion of the large turbo axis is closer to the engine output axis than a large-turbine-chamber-side portion thereof in a plan view in an axis direction of the cylinder.

A method of controlling fuel delivery to an engine includes providing a fluid atomizer, a mechanically driven air compressor, a start up air source, and an air valve coupled between the mechanically driven air compressor and the start up air source, charging the start up air source, delivering compressed air from the start up air source to the fluid atomizer, providing an initial air/fluid mixture with the fluid atomizer, and operating the air valve to direct compressed air from the mechanically driven air compressor to the fluid atomizer.