GB2186023A - Automatic control system - Google Patents

Automatic control system Download PDF

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Publication number
GB2186023A
GB2186023A GB08602215A GB8602215A GB2186023A GB 2186023 A GB2186023 A GB 2186023A GB 08602215 A GB08602215 A GB 08602215A GB 8602215 A GB8602215 A GB 8602215A GB 2186023 A GB2186023 A GB 2186023A
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GB
United Kingdom
Prior art keywords
compressor
duct
engine
positive displacement
aerodynamic
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Withdrawn
Application number
GB08602215A
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GB8602215D0 (en
Inventor
Dan W Wright
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FLEMING THERMODYNAMICS Ltd
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FLEMING THERMODYNAMICS Ltd
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Publication date
Application filed by FLEMING THERMODYNAMICS Ltd filed Critical FLEMING THERMODYNAMICS Ltd
Priority to GB08602215A priority Critical patent/GB2186023A/en
Publication of GB8602215D0 publication Critical patent/GB8602215D0/en
Publication of GB2186023A publication Critical patent/GB2186023A/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

An automatic control system for dual mode forced induction systems on engines has a non return valve which allows the exhaust driven aerodynamic compressor to take over smoothly from the mechanically driven positive displacement compressor during engine speed and/or load increase while simultaneously reducing the power required to drive the positive displacement compressor. In a forced induction system for an I.C. engine 8 a mechanically driven positive displacement compressor 3 connected upstream of an exhaust driven aerodynamic compressor 5 has a bypass duct 10 provided with a non-return valve 11. The valve 11 is closed for low speeds and/or loads and opens to allow induction air to by pass the positive displacement compressor 3 at high loads. A valve 17 can be closed in response to opening of the non-return valve 11. A flow control valve 18 may be provided either upstream of the non-return valve 11 or downstream of the aerodynamic compressor 5 and a pressure relief valve 19 may be provided downstream of the compressor 5 or elsewhere. An intercooler (not shown) may be located between the two compressors and/or downstream of the compressor 5. <IMAGE>

Description

SPECIFICATION Automatic control system for dual mode forced in duction systems This invention relates to an automatic control system on a dual mode forced induction system of an internal combustion engine.
Forced induction systems employing more than onetype of inductor, air pump orcompressorare well known. These systems usually employ an aerodynamic compressor usually engine exhaust gas turbine driven and a positive displacement compressor usually mechanically driven from the engine crankshaft.
These systems have the following advantages.
The positive displacement mechanically driven compressor provides a good flow of air to the engine at low engine speed and provides very fast response during engine acceleration.
The aerodynamic engine exhaust gas driven compressor provides air at high engine speeds when there is sufficient quantity of energy available in the exhaust without using up excessive engine crankshaft power.
Howeverthis arrangement presents difficult con- trol problems, viz.
Smooth changeover from positive displacement compressor delivery to aerodynamic compressor delivery is difficult.
Offloading of the positive displacement compressor (by disconnecting the mechanical drive for instance), musttake place if parasitic power losses areto be avoided at high enginespeeds.
The control system must be able to respond quickly to transient engine speed conditions, e.g. en- gine idle speed typically 1500 rev/min to engine max speed typically in excess of 8000 revimin in 0.5 sec.
According to the present invention there is prov ided an automatic control system for dual mode for ced induction systems on an internal combustion engine having a mechanically driven positive displacement compressor and an exhaust gas en ergy driven aerodynamic compressor, comprising a duct from the engine air intake filter or orifice to the inlet of the mechanically driven positive displace ment compressor, a duct from the outlet of the positive displacement compressorto the inlet of the engine exhaust gas driven aerodynamic compressor, a duct from the outlet of the aerodynamic compressor to the engine intake manifold and a duct from the engineairintakefilterororificetotheinletofthe aerodynamic compressor, this latter duct containing a non-return valve up-stream of the point at which the positive displacement compressor outlet duct joins it.
Aspecificembodimentofthe invention will now be described by way of example with reference to the accompanying drawing (Figure 1) which shows in diagrammaticform the layout of the system. Referring to the drawing, the automatic control system for the control of dual mode forced induction systems comprises duct 1 conducting airfrom intake air filter 2 to mechanically driven positive displacement compressor 3 which feeds air via duct 4 to the intake of the aerodynamic compressor 5 which in turn delivers airvia duct6tothe engine air intake manifold7 of engine 8. Aerodynamic compressor5 is driven by exhaust gasturbine 12 via shaft 13.Exhaustgasturb- ine 12 is fed by exhaust gas from engine exhaust manifold i4via duct 15 and itself exhausts to atmospherevia duct 16. Compressor3 is driven mechanic allyfrom engine 8 by drive 9. Intake airfilter2 is also connected to the inlet aerodynamic compressor5 by duct 1 which contains non-return valve 11.
When the engine is running at light load or low speed and there is little energy available in the exhaust gases to drive aerodynamic compressor Sthen positive displacement compressor3 will supply pressurised air via duct 4 to the inlet of com pressor 5.
Being anaerodynamiccompressor,5will allowthe pressurised air to pass relatively freely through its rotor and casing to the engine. The air is prevented from escaping along duct l0backtotheintakeair filter by non-return valve 11.
As the engine power is increased and more energy becomes available in the engine exhaust to drive aerodynamic compressor 5 so the pressure in duct 4 will decrease to the increasing flow required by 5.
When the flow which aerodynamic compressor 5 induces exceeds the flow from positive displacement compressor3then the pressure in duct4willfall below that in duct 10 and non-return valve 11 will open allowing 5to draw air bothfrom compressor3 via duct4 and directly from airfilter 2 via duct 10.
This changeover will occur smoothly and automatically.
Additionally as the pressure in duct4falls so the power required to drive positive displacement com pressor 3will fall since it is a well known characteristic of this type of compressorthat the drive power is proportional to the pressure ratio acrossthe machine. The positive displacement compressorwill thus achieve automatic offloading. Having reached this condition, the positive displacement compressorcan befurther offloaded by partially orfully closing a flow control valve 17 which is actuated by the movement of non-return valve 11 by means of a mechanical or electro mechanical linkage 20.
If it is desired to control the volumetric airflowto the engine, this is achieved either by positioning a flow control valve 18 at the system air intake or in the duct leading to the engine intake manifold. In the lattercase a pressure reliefvalve 19 is usually positioned in the duct between the flow control valve and the aerodynamic compressor outlet.
1. An automatic control system for a dual mode forced induction system on an internal combustion engine having a mechanically driven positive dis placement compressor and an exhaust gas energy driven aerodynamic compressor, comprising a duct from the engine air intake filter or orifice to the inlet of the mechanically driven positive displacement compressor, a duct from the outlet ofthe positive displacement compressorto the inlet ofthe engine exhaust driven aerodynamic compressor, a duct from the outlet of the aerodynamic compressorto
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (14)

**WARNING** start of CLMS field may overlap end of DESC **. SPECIFICATION Automatic control system for dual mode forced in duction systems This invention relates to an automatic control system on a dual mode forced induction system of an internal combustion engine. Forced induction systems employing more than onetype of inductor, air pump orcompressorare well known. These systems usually employ an aerodynamic compressor usually engine exhaust gas turbine driven and a positive displacement compressor usually mechanically driven from the engine crankshaft. These systems have the following advantages. The positive displacement mechanically driven compressor provides a good flow of air to the engine at low engine speed and provides very fast response during engine acceleration. The aerodynamic engine exhaust gas driven compressor provides air at high engine speeds when there is sufficient quantity of energy available in the exhaust without using up excessive engine crankshaft power. Howeverthis arrangement presents difficult con- trol problems, viz. Smooth changeover from positive displacement compressor delivery to aerodynamic compressor delivery is difficult. Offloading of the positive displacement compressor (by disconnecting the mechanical drive for instance), musttake place if parasitic power losses areto be avoided at high enginespeeds. The control system must be able to respond quickly to transient engine speed conditions, e.g. en- gine idle speed typically 1500 rev/min to engine max speed typically in excess of 8000 revimin in 0.5 sec. According to the present invention there is prov ided an automatic control system for dual mode for ced induction systems on an internal combustion engine having a mechanically driven positive displacement compressor and an exhaust gas en ergy driven aerodynamic compressor, comprising a duct from the engine air intake filter or orifice to the inlet of the mechanically driven positive displace ment compressor, a duct from the outlet of the positive displacement compressorto the inlet of the engine exhaust gas driven aerodynamic compressor, a duct from the outlet of the aerodynamic compressor to the engine intake manifold and a duct from the engineairintakefilterororificetotheinletofthe aerodynamic compressor, this latter duct containing a non-return valve up-stream of the point at which the positive displacement compressor outlet duct joins it. Aspecificembodimentofthe invention will now be described by way of example with reference to the accompanying drawing (Figure 1) which shows in diagrammaticform the layout of the system. Referring to the drawing, the automatic control system for the control of dual mode forced induction systems comprises duct 1 conducting airfrom intake air filter 2 to mechanically driven positive displacement compressor 3 which feeds air via duct 4 to the intake of the aerodynamic compressor 5 which in turn delivers airvia duct6tothe engine air intake manifold7 of engine 8. Aerodynamic compressor5 is driven by exhaust gasturbine 12 via shaft 13.Exhaustgasturb- ine 12 is fed by exhaust gas from engine exhaust manifold i4via duct 15 and itself exhausts to atmospherevia duct 16. Compressor3 is driven mechanic allyfrom engine 8 by drive 9. Intake airfilter2 is also connected to the inlet aerodynamic compressor5 by duct 1 which contains non-return valve 11. When the engine is running at light load or low speed and there is little energy available in the exhaust gases to drive aerodynamic compressor Sthen positive displacement compressor3 will supply pressurised air via duct 4 to the inlet of com pressor 5. Being anaerodynamiccompressor,5will allowthe pressurised air to pass relatively freely through its rotor and casing to the engine. The air is prevented from escaping along duct l0backtotheintakeair filter by non-return valve 11. As the engine power is increased and more energy becomes available in the engine exhaust to drive aerodynamic compressor 5 so the pressure in duct 4 will decrease to the increasing flow required by 5. When the flow which aerodynamic compressor 5 induces exceeds the flow from positive displacement compressor3then the pressure in duct4willfall below that in duct 10 and non-return valve 11 will open allowing 5to draw air bothfrom compressor3 via duct4 and directly from airfilter 2 via duct 10. This changeover will occur smoothly and automatically. Additionally as the pressure in duct4falls so the power required to drive positive displacement com pressor 3will fall since it is a well known characteristic of this type of compressorthat the drive power is proportional to the pressure ratio acrossthe machine. The positive displacement compressorwill thus achieve automatic offloading. Having reached this condition, the positive displacement compressorcan befurther offloaded by partially orfully closing a flow control valve 17 which is actuated by the movement of non-return valve 11 by means of a mechanical or electro mechanical linkage 20. If it is desired to control the volumetric airflowto the engine, this is achieved either by positioning a flow control valve 18 at the system air intake or in the duct leading to the engine intake manifold. In the lattercase a pressure reliefvalve 19 is usually positioned in the duct between the flow control valve and the aerodynamic compressor outlet. CLAIMS
1. An automatic control system for a dual mode forced induction system on an internal combustion engine having a mechanically driven positive dis placement compressor and an exhaust gas energy driven aerodynamic compressor, comprising a duct from the engine air intake filter or orifice to the inlet of the mechanically driven positive displacement compressor, a duct from the outlet ofthe positive displacement compressorto the inlet ofthe engine exhaust driven aerodynamic compressor, a duct from the outlet of the aerodynamic compressorto the engine intake manifold and a duct from the engine air intake filter or orifice to the inlet ofthe aerodynamic compressor, this latter duct containing a non-return valve upstream of the point at which the positive displacement compressor outlet ductjoins it and downstream ofthe point at which the inlet duct to the positive displacement compressor may join it.
2. An automatic control system for a dual mode forced induction system as described in claim 1 whereby the non-return valve positioned in the duct from the system air intake to the inlet of the aerodynamic compressor provides a signal proportional to the mass of airflowing in the duct.
3. An automatic control system for a dual mode forced induction system as described in claims 1 and 2 whereby an airflow control valve is positioned upstream ofthejunction ofthe intake duct to the positive displacement compressor and the intake duct to the aerodynamic compressor.
4. An automatic control system for a dual mode forced induction system as described in claims 1 and 2whereby an airflow control valve is positioned in the duct between the outletfrom the aerodynamic compressor and the engine intake manifold with a pressure relief valve positioned between the said flow control valve and aerodynamic compressor outlet.
5. An automatic control system for a dual mode forced induction system as described in claim 4 whereby a pressure relief valve is positioned in the duct between the outletfrom the aerodynamic compressor and the engine manifold or between the out-.
letfrom the aerodynamic compressor and the airflow control valve and which relieves the pressure in the duct to atmosphere orto the intake duct from the engine air intake filter.
6. An automatic control system for a dual mode forced induction system as described in claim 4 whereby a pressure relief valve is positioned in the duct between the outlet from the positive displacement compressor and the inlet to the aerodynamic compressor and which relieves pressure to atmosphere orto the intake duct from the engine air intake filter.
7. An automatic control system for a dual mode forced induction system as described in claims 1 and 2wherebya pressure reliefvalve is positioned between the outlet from the aerodynamic compressor and the engine intake manifold.
8. An automatic control system for a dual mode forced induction system as described in claims 1 and 2whereby a pressure reliefvalve is positioned between the outlet from the positive displacement compressor and the inlet to the aerodynamic compressor.
9. An automatic control system for a dual mode forced induction system as described in claims 1,2, 3,4,5,6,7 and 8 whereby a flow control valve is positioned in the inlet ductto the positive displacement compressor.
10. An automatic control system for a dual mode forced induction system as described in claims 2, 3, 4,5,6,7,8 and 9 whereby the air massflowsignal from the non-return valve is used to control the actuation of a flow control valve positioned in the inlet duct toe positive displacement compressor.
11. An automatic control system for a dual mode forced induction system as described in claims 9 and 10 whereby a pressure relief valve is positioned between the flow control valve in the positive displacement compressor inlet duct and the positive displacement compressor inlet.
12. An automatic control system for a dual mode forced induction system as described in claims 1,2, 3, 4, 5, 6, 7, 8, 10 and 11 whereby an intercooler is positioned in the duct between the outlet from the positive displacement compressor and the inletto the aerodynamic compressor.
13. An automatic control systemforadual mode forced induction system as described in claims 1,2, 3, 4, 5, 6, 7, 8, 9,1 O, 11 and 12 whereby an intercooler is positioned in the duct between the outlet from the aerodynamic compressor and the engine intake manifold.
14. An automatic control system for a dual mode forced induction system as described in 1,2,3,4,5,6, 7,8,9,10,11,12 and 13wherebyan airflow measurement device is positioned in the duct leading from the air intake filter to the inlet of the positive displacement mechanically driven compressor and the inlet of the exhaust gas driven aerodynamic compressor.
GB08602215A 1986-01-30 1986-01-30 Automatic control system Withdrawn GB2186023A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB08602215A GB2186023A (en) 1986-01-30 1986-01-30 Automatic control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB08602215A GB2186023A (en) 1986-01-30 1986-01-30 Automatic control system

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GB8602215D0 GB8602215D0 (en) 1986-03-05
GB2186023A true GB2186023A (en) 1987-08-05

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0369189A1 (en) * 1988-11-02 1990-05-23 Volkswagen Aktiengesellschaft Driving system for vehicles, especially passenger cars
FR2789120A1 (en) * 1999-01-29 2000-08-04 Daimler Chrysler Ag INTERNAL COMBUSTION ENGINE HAVING AN EXHAUST GAS TURBOCHARGER
DE19951592A1 (en) * 1999-10-27 2001-05-10 Daimler Chrysler Ag Brake load regulating process for internal combustion engine, based on setting of exhaust gas turbine, cylinder-side braking valve, air retarder and regulating valve
US6295817B1 (en) 1998-09-05 2001-10-02 Daimlerchrysler Ag Drive assembly for a vehicle
US6324848B1 (en) * 2000-09-21 2001-12-04 Caterpillar Inc. Turbocharger system to inhibit surge in a multi-stage compressor
EP1460247A1 (en) * 2003-03-17 2004-09-22 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for internal combustion engine
US20130074813A1 (en) * 2010-06-09 2013-03-28 D. Brown Technik Ag Supercharger for internal combustion engines
US20130306039A1 (en) * 2012-05-21 2013-11-21 International Engine Intellectual Property Company ,Llc Turbo Compressor By-Pass
EP3141735A1 (en) * 2013-02-13 2017-03-15 Volkswagen Aktiengesellschaft Combusion engine with booster
CN106677890A (en) * 2015-11-10 2017-05-17 福特环球技术公司 Vacuum control via a compressor bypass valve in a twin-compressor engine system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB767956A (en) * 1953-10-08 1957-02-13 Nat Gas And Oil Engine Company Improvements in and relating to air supply means for internal combustion engines
GB1037347A (en) * 1963-07-04 1966-07-27 Whitworth & Co Improvements in or relating to turbocharged two stroke cycle internal combustion engines of the compression ignition type
GB1296916A (en) * 1969-06-26 1972-11-22
GB1331348A (en) * 1970-03-09 1973-09-26 Vehicules Ind Et Dequipments M Supercharging systems of rotary-piston diesel engines
GB2090913A (en) * 1981-01-13 1982-07-21 Mtu Friedrichshafen Gmbh Turbocharged ic engine with an auxiliary charge compressor
GB2127895A (en) * 1982-09-24 1984-04-18 Gen Motors Corp I.c. engine turbocharger in series with a positive displacement blower

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB767956A (en) * 1953-10-08 1957-02-13 Nat Gas And Oil Engine Company Improvements in and relating to air supply means for internal combustion engines
GB1037347A (en) * 1963-07-04 1966-07-27 Whitworth & Co Improvements in or relating to turbocharged two stroke cycle internal combustion engines of the compression ignition type
GB1296916A (en) * 1969-06-26 1972-11-22
GB1331348A (en) * 1970-03-09 1973-09-26 Vehicules Ind Et Dequipments M Supercharging systems of rotary-piston diesel engines
GB2090913A (en) * 1981-01-13 1982-07-21 Mtu Friedrichshafen Gmbh Turbocharged ic engine with an auxiliary charge compressor
GB2127895A (en) * 1982-09-24 1984-04-18 Gen Motors Corp I.c. engine turbocharger in series with a positive displacement blower

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0369189A1 (en) * 1988-11-02 1990-05-23 Volkswagen Aktiengesellschaft Driving system for vehicles, especially passenger cars
US6295817B1 (en) 1998-09-05 2001-10-02 Daimlerchrysler Ag Drive assembly for a vehicle
FR2789120A1 (en) * 1999-01-29 2000-08-04 Daimler Chrysler Ag INTERNAL COMBUSTION ENGINE HAVING AN EXHAUST GAS TURBOCHARGER
DE19951592A1 (en) * 1999-10-27 2001-05-10 Daimler Chrysler Ag Brake load regulating process for internal combustion engine, based on setting of exhaust gas turbine, cylinder-side braking valve, air retarder and regulating valve
DE19951592B4 (en) * 1999-10-27 2006-05-18 Daimlerchrysler Ag Device for regulating the braking power of an internal combustion engine
US6324848B1 (en) * 2000-09-21 2001-12-04 Caterpillar Inc. Turbocharger system to inhibit surge in a multi-stage compressor
US6907867B2 (en) 2003-03-17 2005-06-21 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for internal combustion engine
EP1460247A1 (en) * 2003-03-17 2004-09-22 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for internal combustion engine
US20130074813A1 (en) * 2010-06-09 2013-03-28 D. Brown Technik Ag Supercharger for internal combustion engines
US9228487B2 (en) * 2010-06-09 2016-01-05 D. Brown Technik Ag Supercharger for internal combustion engines
US20130306039A1 (en) * 2012-05-21 2013-11-21 International Engine Intellectual Property Company ,Llc Turbo Compressor By-Pass
EP3141735A1 (en) * 2013-02-13 2017-03-15 Volkswagen Aktiengesellschaft Combusion engine with booster
CN106677890A (en) * 2015-11-10 2017-05-17 福特环球技术公司 Vacuum control via a compressor bypass valve in a twin-compressor engine system
CN106677890B (en) * 2015-11-10 2021-07-23 福特环球技术公司 Vacuum control via compressor bypass valve in dual compressor engine system

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