EP2577020A1 - Engine and supercharger - Google Patents
Engine and superchargerInfo
- Publication number
- EP2577020A1 EP2577020A1 EP10852289.7A EP10852289A EP2577020A1 EP 2577020 A1 EP2577020 A1 EP 2577020A1 EP 10852289 A EP10852289 A EP 10852289A EP 2577020 A1 EP2577020 A1 EP 2577020A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- air
- diesel engine
- intake manifold
- rotors
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 70
- 239000000446 fuel Substances 0.000 claims description 27
- 238000006073 displacement reaction Methods 0.000 claims description 15
- 238000000034 method Methods 0.000 claims 8
- 230000006835 compression Effects 0.000 description 8
- 238000007906 compression Methods 0.000 description 8
- 239000012530 fluid Substances 0.000 description 6
- 239000000295 fuel oil Substances 0.000 description 4
- 230000001105 regulatory effect Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 229930195733 hydrocarbon Natural products 0.000 description 3
- 150000002430 hydrocarbons Chemical class 0.000 description 3
- 238000005086 pumping Methods 0.000 description 3
- 239000004215 Carbon black (E152) Substances 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000000717 retained effect Effects 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 230000003071 parasitic effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
- F02B33/38—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type of Roots type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C18/00—Rotary-piston pumps specially adapted for elastic fluids
- F04C18/08—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing
- F04C18/12—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type
- F04C18/14—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons
- F04C18/16—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons with helical teeth, e.g. chevron-shaped, screw type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C23/00—Combinations of two or more pumps, each being of rotary-piston or oscillating-piston type, specially adapted for elastic fluids; Pumping installations specially adapted for elastic fluids; Multi-stage pumps specially adapted for elastic fluids
- F04C23/005—Combinations of two or more pumps, each being of rotary-piston or oscillating-piston type, specially adapted for elastic fluids; Pumping installations specially adapted for elastic fluids; Multi-stage pumps specially adapted for elastic fluids of dissimilar working principle
- F04C23/006—Combinations of two or more pumps, each being of rotary-piston or oscillating-piston type, specially adapted for elastic fluids; Pumping installations specially adapted for elastic fluids; Multi-stage pumps specially adapted for elastic fluids of dissimilar working principle having complementary function
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C28/00—Control of, monitoring of, or safety arrangements for, pumps or pumping installations specially adapted for elastic fluids
- F04C28/10—Control of, monitoring of, or safety arrangements for, pumps or pumping installations specially adapted for elastic fluids characterised by changing the positions of the inlet or outlet openings with respect to the working chamber
- F04C28/16—Control of, monitoring of, or safety arrangements for, pumps or pumping installations specially adapted for elastic fluids characterised by changing the positions of the inlet or outlet openings with respect to the working chamber using lift valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/04—Mechanical drives; Variable-gear-ratio drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C2240/00—Components
- F04C2240/50—Bearings
- F04C2240/52—Bearings for assemblies with supports on both sides
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
- F04C29/0042—Driving elements, brakes, couplings, transmissions specially adapted for pumps
- F04C29/0078—Fixing rotors on shafts, e.g. by clamping together hub and shaft
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the technology of the invention relates to internal combustion diesel engines equipped with superchargers for supplying air to the engines according to the speed and load of the engines to increase the performance of the engines.
- Air displacement devices have been developed and used to increase the supply of air and fuel to internal combustion engines to boost engine horsepower.
- An example of an air displacement device is the "Roots blower" shown by P.H. Roots in U.S. Patent No. 30,157 and G. Scheerer in U.S. Patent No. 2,201 ,014.
- This device has a belt-driven shaft that drives two close-clearance rotors. The rotating rotors during each rotation sweep out a specific volume of air to an air receiver, such as an internal combustion engine. The rotational speed of the rotors largely determines the unthro tiled volume of air discharged by the device.
- 6,241 ,498 disclose a supercharger having cooperating rotors drivably connected to an internal combustion engine for delivering an air/fuel mixture to the combustion chamber of the engine.
- the rotors have semi-cylindrical pockets and protrusions that continuously move air through the supercharger.
- the unthrottled volume of air discharged by the supercharger depends on the operating speed of the engine that drives the supercharger.
- the unthrottled volume of air discharged by the supercharger operating at a constant speed varies little. There are no air flow controls to regulate air flowing into and out of the supercharger.
- J.E. Whitfield in U.S. Patent No. 3, 151 ,806 discloses a screw type compressor having a pair of screw rotors rotatably mounted on a housing. Volume control valves are located on the fluid inlet side of a fixed valve spacer. Compression control valves located on the fluid outlet side of the fixed valve spacer regulate the size and length of the fluid discharge outlet. Screws connected to the valves are used to adjust the positions of the valves to provide desired variations in fluid delivery volume and internal compression ratio.
- F. Soderlund and K. Karlsson in U.S. Patent No. 4,597,726 disclose a screw compressor having two rotors rotatably mounted on a housing for mutual meshing engagement.
- the pressure ratio and the capacity of the compressor is regulated with two slides mounted for independent axial movements.
- One slide regulates the capacity of the compressor.
- the other slide regulates the built-in volume ratio of the compressor.
- N. Tsubol in U.S. Patent No. 4,951 ,638 discloses a screw type supercharger having a pair of female and male screw rotors. Gears mounted on one end of each rotor synchronize rotation of the rotors so that they do not contact each other.
- One rotor is connected to an internal combustion engine which provides input power to the supercharger.
- the supercharger does not include intake air flow controls that regulate the volume of air discharged to an internal combustion engine intake manifold.
- J. Oscarsson in U.S. Patent No. 4,802,457 discloses an internal combustion engine equipped with a supercharger having screw rotors located in a compression chamber. An air capacity regulating device associated with the air inlet side of the supercharger is operated by the foot accelerator when the engine is only partially loaded.
- A.B. Riach in U.S. Patent No. 5,791 ,315 discloses a spark ignition internal combustion engine coupled to a supercharger having an air inlet port control for controlling the intake air into the supercharger.
- the control includes an inlet port valve which is open at full engine load and progressively closes when the engine load is progressively reduced and an air flow throttle valve which is open at full engine load and progressively closes when the load is progressively reduced.
- G. Kirsten in U.S. Patent No. 6,022,203 discloses a variable displacement screw-type compressor having a pair of rotors operable to move fluid under compression from an inlet channel to an outlet channel. Housing segments associated with the rotors control the internal compression ratio of the compressor. Control cams rotated with a stepper motor displace the housing segments against the bias of springs.
- the output torque of a four stroke diesel engine is controlled by varying the amount of fuel oil injected and burned in the cylinder.
- the volume of air in a naturally aspirated diesel engine cylinder during each air intake stroke varies little with the speed or torques of the engine but does limit the maximum quantity of fuel that can be injected per cycle.
- the invention constitutes a four stroke diesel engine operably connected to a load, such as an electric generator, combined with a variable internal compression ratio supercharger for supplying varying amounts of air to the diesel engine to match the rate of air flow delivered to the diesel engine with the rate of air flow drawn by the diesel engine such that no air pressure rise occurs in the air intake manifold of the diesel engine when additional power output of the diesel engine is not required.
- the supercharger is a positive air displacement mechanism powered by the diesel engine.
- the supercharger has intake air flow controls that regulate the volume of air discharged by the supercharger to the diesel engine to maintain the speed of the diesel engine substantially constant when driving large variable loads than a smaller engine could without the supercharger.
- Air is moved through the supercharger with a pair of rotating screw rotors or one female and one male screw having cooperating helical grooves and protrusions or lands that create positive air flow to the diesel engine.
- the volume of air flow discharged by the supercharger is regulated by controlling the effective air pumping length of the screw rotors.
- a plurality of gates associated with the rotors control the air pumping operation of the rotors.
- Actuators, such as solenoids, connected to the gates function to move the gates between out and in positions relative to the rotors. When all of the gates are in the "in” positions a maximum volume of air is pumped by the supercharger into the diesel engine to facilitate cold starting of the diesel engine.
- the volume of air supplied to the diesel engine by the supercharger is changed by selectively moving the gates between their out and in positions.
- a controller responsive to the speed and load on the engine actuates the solenoids to control the volume of air supplied to the diesel engine to maintain the diesel speed and load requirements of the diesel engine.
- the variable compression ratio supercharger produces the lowest parasitic losses to the system by minimizing the pumping work required of the supercharger to meet the current load requirement.
- An object of the invention is to improve the power to weight ratio of diesel engines to replace gasoline engines for mobile electric power generators. Another object of the invention is to combine a supercharger and four stroke diesel engine to improve the engine's portability and reduce its size and weight. A further object of the invention is to combine a four stroke diesel engine and a positive displacement air supercharger having the ability to efficiently adjust boost air pressure to the engine over the engine operating range to increase the fuel efficiency of the engine. Yet another object of the invention is to provide a variable positive displacement air supercharger for a four stroke diesel engine that can boost air pressure at cold cranking speeds to enhance the starting of the diesel engine, allowing the engine to benefit from a lower compression ratio once started for after-start running efficiency.
- Figure 1 is a diagram of a four diesel engine and supercharger of the invention connected to an electric generator;
- Figure 2 is a side elevational view of the supercharger
- Figure 3 is a top plan view of the supercharger
- Figure 4 is a sectional view taken along the line 4-4 of Figure 2;
- Figure 5 is a sectional view taken along the line 5-5 of Figure 2;
- Figure 6 is a sectional view taken along the line 6-6 of Figure 2;
- Figure 7 is a sectional view taken along the line 7-7 of Figure 2;
- Figure 8 is a perspective view of a gate of the supercharger shown in Figure 2;
- Figure 9 is a front plan view of the gate of Figure 8.
- Figure 10 is a side elevational view of the supercharger partly sectioned showing all the air flow control gates in the in or closed diesel engine start position;
- Figure 1 1 is a side elevational partly sectioned view according to Figure 10 showing all of the air flow control gates in the open or out diesel engine naturally aspirated unboosted position;
- Figure 12 is a side elevational view partly sectioned according to Figure 10 showing the first air flow control gate in the in diesel engine light boost position;
- Figure 13 is a side elevational view partly sectioned according to Figure 10 showing the first and second air flow control gates in the diesel engine intermediate or half boost position;
- Figure 14 is a side elevational view partly sectioned according to Figure 10 showing the first, second and third air flow control gates in the diesel engine an increased boost position;
- Figure 15 is a side elevational view partly sectioned according to Figure 10 showing the first, second, third and fourth air flow control gates in the diesel engine full boost positions. ⁇
- the supercharged diesel engine system 10 of the invention shown in Figure 1, has a conventional four stroke internal combustion piston engine 1 1 that uses the heat of highly compressed air to ignite a spray of fuel, such as hydrocarbon fuel oil introduced into the combustion chambers.
- This type of internal combustion engine is known as a four stroke diesel engine.
- Engine 1 1 includes an air intake manifold 12 for accommodating an air supply for the combustion chambers of the engine.
- Fuel injectors 13 have solenoids wired to a controller 14 operable to timely supply hydrocarbon fuel, known as diesel fuel, to the combustion chambers of engine 1 1 .
- Controller 14 is wired to a sensor 16 that senses the timing and rotational speed of the output or drive shaft 17 of engine 1 1 .
- the signals from sensor 16 are processed by the electronic components of controller 14 whereby controller 14 generates electric output energy that timely actuates injectors 13 to discharge fuel into the combustion chambers of the engine when the pistons are near the top of their strokes.
- Drive shaft 17 is connected to an electric generator 18 which supplies electric power to an electrical load 19.
- Load 19 is one or more electric power systems including electric motors, lights, data processing equipment, and heating and air conditioning units.
- the electric power systems have varying electric energy requirements which change the load on electric generator 18.
- Increased load on generator 18 requires engine 1 1 to increase its power output.
- Fuel injectors 13 add additional fuel to the combustion chambers of engine 1 1 to increase the power output of engine 1 1. Excess fuel exhausts as smoke and unburned hydrocarbons.
- the speed of engine 1 1 may slow down as the load on generator 18 increases. The reduction of the speed of generator 18 can be undesirable as it may alter the electric frequency and voltage output of the generator 18.
- Generator 18 is typically designed to operate at a constant speed to produce a constant and reliable electric frequency power output.
- Diesel engine 1 1 can be used to operate machines, motor vehicles, ships and other apparatus that require operating power.
- diesel engines having capacities of 100 to 5,000 hp are used on industrial and municipal electric generators and on continuously operated pipeline oil pumps.
- Air is supplied to intake manifold 12 of the engine with a supercharger indicated generally at 21.
- Supercharger 21 is drivably connected to engine front drive shaft 20 with a power transmission 22, such as a belt and pulley drive.
- Power transmission 22 can be a gear drive.
- the operating speed of supercharger 21 is directly proportional to the rotational speed of drive shaft 20 of engine 1 1.
- Supercharger 21 shown in Figures 2, 4, 5 and 6, has a generally rectangular housing 24 and end walls 26 and 27 attached to opposite ends of housing 24.
- the top wall 28 of end wall 27 has an air discharge port 29 in communication with air intake manifold 12 of engine 1 1.
- port 29 has a generally rectangular shape with a bottom wall that extends upwardly and rearwardly.
- the interior of housing 24 has side-by-side cylindrical chambers 31 and 32.
- a first female rotor 33 mounted on shaft 34 is located in chamber 31.
- Rotor 33 has a plurality of helical semi-cylindrical grooves 36 having helical extents of about 270 degrees in the outer wall of the rotor.
- Rotor 33 has six circumferentially spaced helical grooves. The number and helical extent of the grooves can vary.
- a second male rotor 37 mounted on shaft 38 is located in chamber 32.
- Rotor 37 located generally parallel to rotor 33 has a number of helical semi-cylindrical protrusions or lands 39 projected in radial outward directions from the outer wall of rotor 37.
- the size, shape and helical twists of lands 39 are complimentary to the size, shape and helical twists of helical grooves 36 in rotor 33.
- Rotor 37 has four helical lands 39 which cooperate with six helical grooves 36 in rotor 33.
- Lands 39 have helical extents of about 270 degrees along the length of rotor 37.
- Shaft 34 is rotatably mounted on bearings 35 and 40 retained in end walls 26 and 27.
- Shaft 38 is rotatably mounted on bearings 45 and 50 retained in end walls 26 and 27.
- Bearings 40 and 50 have a slip fit on end wall 26 to allow for thermo expansion of rotors 33 and 34.
- shafts 34 and 38 are drivably connected with gears 41 and 42 which concurrently rotate rotors 33 and 37 in opposite circular directions.
- Other types of power transmission devices such as an endless belt and pulley drives, can be used to drivably connect shafts 34 and 38.
- An end cover 83 enclosing gears 41 and 42 is attached to end plate 27.
- motor 1 1 rotates shaft 34 thereby turning rotors 33 and 37 and moving air through supercharger 21 into manifold 12.
- the volume of the air discharged by supercharger 21 into manifold 12 is changed or altered to meet the load 19 of electric generator 18.
- Supercharger 21 operates to substantially match the rate of air flow delivered to manifold 12 with the rate of air flow drawn by the diesel engine.
- housing 24 has an upright U-shaped wall 43 and inside shoulders 55 surrounding a chamber 44.
- a plate 46 connected to wall 43 covers the top of chamber 44.
- End plate 26 closes the front of chamber 44.
- end plate 26 has a plurality of air intake openings 47 open to the air inlet ends of chambers 31 and 32 accommodating rotors 33 and 37. Air intake openings 47 surround the portions of end plate 26 that rotatably support shafts 34 and 38.
- An air inlet cover 49 shown in Figures 2, 3 and 6, is attached to the outer side of end plate 46. Cover 49 has a central tubular extension 51 having a passage 52 to allow air, shown by arrow 53, to flow into supercharger 21 . Air filters and air pre-cleaners can be associated with extension 51 to filter and clean air flowing to the inlets ends of chambers 3 1 and 32.
- Gate 58 shown in Figures 8 and 9, is a flat plate 59 having flat opposite surfaces 61 and 62 and concave lower surfaces 63 and 64 concentric with the outer surfaces of rotors 33 and 37. Opposite ends 66 and 67 of plate 59 are flat surfaces extended upwardly to a top plate 68 having outwardly directed stops 69.
- Fasteners shown as bolts 74 and 76 secure plates 68 to plate 59.
- a cylindrical rod or core 71 extends upwardly from the center of the top of plate 68.
- a pair of holes 72 and 73 in plate 68 accommodate bolts 74 and 76 which secure plate 68 to plate 59.
- rod 71 extends through a hole in plate 68.
- the lower end of rod 71 has a head 70 located in a recess 75 in the top of plate 59.
- Gates 54 to 58 have the same structure as gate 58. Stops 69, shown in Figure 7, on opposite sides of gates 54 to 58 engage shoulders 55 when the gates are in the in or closed positions. Stops 69 prevent the lower surfaces of gates 54 to 58 from contacting rotors 33 and 37.
- Gates 54 to 58 are selectively moved to out and in positions relative to rotors 33 and 37 with solenoid actuators 77, 78, 79, 80 and 81 wired to controller 14, as shown in Figure 1.
- Solenoid actuator 81 mounted on plate 46 includes a rod or core 71 extended through a sleeve bearing 82 mounted on plate 46. The head 70 on the lower end of core 71 is connected to gate 58 with plate 68.
- solenoid actuator 81 When solenoid actuator 81 is energized gate 58 is pulled up to an out position, shown in broken lines in Figures 7 and 15, reducing the volume of air moved by rotors 33 and 34 to manifold 12.
- Gates 54 to 57 are moved to out and in positions with solenoid actuators 77 to 80 to vary the volume of air moved by rotors 33 and 37 into manifold 12 according to the air flow volume drawn by the diesel engine.
- Controller 14 responsive to the load on engine 1 1 selectively and jointly actuates the solenoids 77 to 80.
- Mechanical cams, lift rollers in push-pull tracks, lever systems and fluid operated cylinders can be used to selectively and concurrently move gates 54 to 58 to out and in positions.
- gates 54 to 58 are located in down or in positions.
- the lower surfaces of each gate 54 to 58 are positioned adjacent the outer surface of the lands of rotor 37 and the outer surface of rotor 33.
- rotors 33 and 37 move a maximum volume of air per revolution to manifold 12 of diesel engine 1 1.
- Gates 54 to 58 are in down positions adjacent rotors 33 and 37 during the cold starting of diesel engine 1 1.
- gates 54 to 58 are located in up or out positions.
- the lower surfaces of gates 54 to 58 are spaced above rotors 33 and 37 and allow air to flow along chamber 44 whereby only a small amount of air per revolution is moved by rotors 33 and 37 to air discharge port 29 in communication with manifold 12 of engine 1 1.
- Gates 54 to 58 are out when additional boost is not required to meet the power load on engine 1 1.
- the displacement volume of supercharger 21 when gates 54 to 58 are all out is related to the engine displacement so that when gates 54 to 58 are out the intake manifold pressure remains essentially at atmospheric pressure. This assures that as gates 54 to 57 are moved in the internal air pressure in supercharger 21 closely matches the intake manifold air pressure. This results in the most efficient operation of engine 1 1 with no boost or varying levels of boost.
- the term boost is the air pressure in the intake manifold 12 above atmospheric pressure.
- gate 54 is in "in” position and gates 55 to 58 are in “out” positions.
- gates 55 to 58 are in “out” positions, air flows in chamber 44, circulates back to intake ends of the rotors and flows to "in” position gate 54 before rotors 33 and 37 begin to move air to air discharge port 29.
- the amount of air moved by rotors 33 and 37 is increased thereby increasing intake manifold air pressure above atmospheric pressure allowing engine 1 1 to meet the load efficiently in this power band.
- gates 54 and 55 are in “in” positions and gates 56 and 58 are in “out” positions.
- gates 56 to 58 are in “out” positions, air flows in chamber 44 to "in” position gate 55 before rotors 33 and 37 begin to move air to air discharge port 29.
- the amount of air moved by rotors 33 and 37 when gates 54 and 55 are closed allows engine 1 1 to efficiently run between this load range.
- engine 1 1 runs at the next level of boost when gates 54 to 56 are in "in” positions. Gates 57 and 58 remain open to allow engine 1 1 to efficiently run in this range of the next level of boost.
- engine 1 1 runs at full boost when gates 54 to 57 are in “in” positions and gate 58 is in an “out” position. Gate 58 is only in the "in” position during the starting of engine 1 1.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/US2010/001581 WO2011149444A1 (en) | 2010-05-28 | 2010-05-28 | Engine and supercharger |
Publications (2)
Publication Number | Publication Date |
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EP2577020A1 true EP2577020A1 (en) | 2013-04-10 |
EP2577020A4 EP2577020A4 (en) | 2017-05-24 |
Family
ID=45004208
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10852289.7A Withdrawn EP2577020A4 (en) | 2010-05-28 | 2010-05-28 | Engine and supercharger |
Country Status (2)
Country | Link |
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EP (1) | EP2577020A4 (en) |
WO (1) | WO2011149444A1 (en) |
Families Citing this family (1)
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DE102020000350A1 (en) * | 2020-01-21 | 2021-07-22 | Ralf Steffens | Volume ratio for an R718 * compressor |
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Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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DE3144712C2 (en) * | 1981-11-11 | 1984-11-29 | Pierburg Gmbh & Co Kg, 4040 Neuss | Method for regulating the filling of internal combustion engines with combustion gas and device for carrying out this method |
JP2568188B2 (en) * | 1987-02-17 | 1996-12-25 | マツダ株式会社 | Engine mechanical supercharger |
JP2517171B2 (en) * | 1990-11-19 | 1996-07-24 | 日産自動車株式会社 | Integrated control system for engine and automatic transmission |
JPH05231159A (en) * | 1991-12-26 | 1993-09-07 | Honda Motor Co Ltd | Supercharge pressure controller for internal combustion engine |
US7137253B2 (en) * | 2004-09-16 | 2006-11-21 | General Electric Company | Method and apparatus for actively turbocharging an engine |
US7076954B1 (en) * | 2005-03-31 | 2006-07-18 | Caterpillar Inc. | Turbocharger system |
US7726285B1 (en) * | 2005-04-01 | 2010-06-01 | Hansen Craig N | Diesel engine and supercharger |
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2010
- 2010-05-28 WO PCT/US2010/001581 patent/WO2011149444A1/en active Application Filing
- 2010-05-28 EP EP10852289.7A patent/EP2577020A4/en not_active Withdrawn
Non-Patent Citations (1)
Title |
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See references of WO2011149444A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP2577020A4 (en) | 2017-05-24 |
WO2011149444A1 (en) | 2011-12-01 |
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