US1557793A

US1557793A - Automatic regulator for turbo superchargers

Info

Publication number: US1557793A
Application number: US662361A
Authority: US
Inventors: Adolph L Berger; Gregg David
Original assignee: Individual
Current assignee: Individual
Priority date: 1923-09-12
Filing date: 1923-09-12
Publication date: 1925-10-20
Anticipated expiration: 1942-10-20

Description

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.BY awd IORNEY To all whom it may concer/n:

Patented oa. 2o, ,1925.

UNITE-o srA'rss ADoLrH L. BERGER AND DAVID GREGG, or DAYTON, oHIo.

AUTOMATIC REGULATOR FOB TURB SUPERCHARGERS.

Application le-d September 12, 192,3. Serial No. 662,361.

Be it known that we, ADOLPH L. BERGER and DAVID GREGG, citizens of the United States, residing at Dayton, in the county. of Montgomery and State of' Ohio, have invented certain new and useful Improvements in Automatic Regulators for Turbo Superchargers, of which the following is a specification.

This invention relates toa regulating device for a turbo supercharger of the kind used in aircraft for the regulation of the air` pressure supply to the carburetor of an internal combustion engine for high altitude use.

The object of this invention is to provide an automatic regulation of the turbo Superf charger so as to maintain the air supply to the carburetor or carburetors at any desired pressure; and one in which the fluctuations in the air pressure are minimized as faras possible. A

A second object is to provide a reversible electric motor for slowly opening and closing the waste gate to provide an automatic regulator for the exhaust gases leading to the turbine driven supercharger.

Further objects w1ll be more fully set forth in the attached specification andv claim.

In the drawings: Y

Fig. 1 is a diagrammatic view of the en tire apparatus showing the electrical .co'nnections between the reversible electric motor and the contact controlling device and also showing schematically the fluid passages of the supercharger.

Fig. 2 is a diagram of the electrical connections and Fig. 3 is a vertical 'section through the center of the contact controlling) box.

Referring to the drawings y reference i numerals, 1 indicates the cylinder of an internal combustionengine having an inlet valve 2 and an exhaust valve 3. The exhaust valve conducts the gases from the cylinder to an exhaust pipe 4 which leads to a chamber or nozzle box 5 having nozzles or outlets 6 through which the exhaust gases issue and drive the turbine blades of the turbine 7.y The gases expand as they pass through the nozzles and acquire a high velocity before they enter the blades or buckets of the turbine wheel which is thuereby'tdriven at high speed. An impeller`8 which is directly connected to the turbine wheel 7 and rotated thereby in a casing 9 supplies air under pressure to an air intake pipe 10, takingthis air from suitable openings in the casing 9 which lead to the external atmosphere.

The airl under pressure in the pipe. 10 is.

supplied yto a carburetor 11 which is connected in the customary manner so as to supply a gas mixture to the cylinder of the engine. The air entering the carburetor is maintained at any desired pressure within the capacity of the supercharger by the operation of a waste gate 12 which is automatically governed in a manner as will be more fullyV described so as to permit, at times,

part of the-exhaust gases to be released or wasted through this gate, and cut down the supply leading to the nozzle box.

The Waste gate 12 which is shown as a flapper valve, is connected by a suitable linkarrangement 13 to a reciprocating rod 14 having threads 15. A reversible electric motor 16 drives a worm 17 which operates a worm wheel 18 rotatably mounted upon the rod 14 and held against axial displacement by an abutment 19 and a projection or flange 20 formed as arts ofthe housingof the rod and worm adJusting mechanism. The worm gear 18 is rigidly lconnected b means of bolts 21 to a sleeve 22 interior y threaded so as to engage the threads 15 ofthe rod 14. It will therefore be understood that a rotation of the motor in one direction rotates the sleeve 22 so as to move the rod 14 in one direction, and an opposite rotation of the motor will operate in a similar manner tomove the rod 14 in a reverse direction, so as to control the" opening ofthe exhaust gate 1-2. In Y Fig. 1 the gate 12 is shown in its closed position, the rod 14 being at its extreme 'position to the right as shown in this figure. In normal operation, the gate 12 is maintained slightly open so as to prmittthe electric motor to control this gate in' either direction. That is, to either o en or close it.

The movements ofthe gate ue to the electric motor, are comparatively slow because of the slow movements of the rod' 14 soas to .prmit the control of the motor to function fore the gate is fully moved in either direction. vThe pressure of the air supplied by the surercharger is therefore maintained exceedinglv steadv..

In order'to control direction o f rotation of the motor, a contact-makin device is provided in ahousing 23, this ousing being closed with the exception of an opening provided so as to connect the housing with a pipe 24 leading to the air intakepipe 10. Within this housing is a Aclosed bellows 25 attached at 26 to the side wall 27 of thehousing. This closed bellows provides a iexible sealed chamber which expands when the surrounding air pressure decreases, or contracts lwhen the surrounding air increases, the surrounding' air pressure, of course, being the same as that supplied to the carburetor.

projection 29 of 4the bellowsvto a lever 30 pivoted at the point 31 upon a suitable support within the housing for this lever.` This.

lever carries four contact points 32,33,

34 land 35, contacts 32 and. 34 being at all' and 43` are likewise connected to the armaf ture of the motor and are' adapted to coact with the contacts 34 and 35 when the'lever 30 is moved to the right from the neutral position shown in Fig. 3. When-the lever 30 is moved in one direction the electric motor is connected to the source of power and rotated so as to close the gate 12, and o ening movements of the gate 12 are cause bya reverse movement of the lever 30 and the contacts carried thereby.

' orbellows' 25.

The bellowsv 25 is 'connected by means' of a pivot 28 on an integral Since the air within the closed chamber 25 is permanently sealed therein, any change in pressure of the air within the pipe 10 causes a corresponding change in pressure in the housing of the contact closing mechavnism and induces a movement either expansion or contraction of the `closed chamber As the contact-making meclianism is rather sensitive and is overned entirely by changes in pressure o the air Within the pipe 10 and as the translational movements of the rod 14 are small for the corresponding rotational -movements of the motor, it will be seen that the gate 12is moved through a very small distance toward .or away from its neutral position Yin order to maintain a constant 'air pressure supply to the engine.

We claim:

An automatic control for a turbine driven superchargery for internal combustion englues 1n whlch the englne exhaust is used or driving the supercharger fan, comprising in, combination, a waste gate in the exhaust manifold of the engine, an electric motor having reversible connections toreverse the direction of rotation thereof, speed reducing means connecting said motor to said waste gate to cause the waste gateto be slowly moved by said motor, and an automatic switch controlling the reversible connections of said motor, said' switch hav' ing a movable element actuated by dierence in pressure between the outlet ofv said pressure.

In testimony whereof we afx' our .signatures.

1 ADOLPH'L. BERGER. ,DAVID GREGG.

Asupercharger fan and normal' atmospheric