US1816787A

US1816787A - Control mechanism for superchargers

Info

Publication number: US1816787A
Application number: US164956A
Authority: US
Inventors: Sanford A Moss
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1927-01-31
Filing date: 1927-01-31
Publication date: 1931-07-28
Anticipated expiration: 1948-07-28

Description

July- 28, 1931e s. A. Moss 1,85787 CONTROL MECHANI SM FOR SUPERCHARGERS Filed Jan. 5l, 1927 fuif @mil l m* m13* 'im j fllI lkml. x

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Patented July 28, 1931 y jUNITED STATES PATENT OFFICE f SANFORD A. MOSS, 0F LYNN, MASSACHUSETTS, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A. CORPORATION O.` F NEW YORK CONTROLMECHANISM FOR. SUPERCHARGERS application sied January-*31, 1927. serial No.114,956.

The present invention relates to superchargers for internal combustion engines, wherein the compressor for supplying air to the engineis driven by a turbine operated by exhaust gas from the engine.' A Uconstruction embodying my invention is well adapted for use in supercharging the engine of' aeroplanes, although it is not limited to this use, but may be used wherever found applicable..

The ob'ect of the invention is to provide an improve regulating mechanism for superchargers of the above-referred-to type, andl for a consideration of what I believe to be novel and my invention, attention is directed to the accompanying description and the claims appended thereto.

In the drawings, Fig. l is a top plan view, partly in section and partly diagrammatic, of an internal combustion engine provided with a supercharger and regulating mechanism ,embodying the invention; Fig. 2 is a sectional view through the nozzlebox of the turbine, and Fig. 3 is a view, mostly in transverse section, of a gas-driven yturbo-compressor set. v

Referring to the drawings, 1 indigates -an internal combustion engine of any suitable type. In the present instance, a 12cylinder V-type engine is shown. 2 indicates the cylinders of the` engine; 3 indicates the intake manifold, and 4 indicates the exhaust manifold.

Intake manifold 3 is connected by a conduit 5 to the discharge side of a suitable car- `buretor. Carburetor 6 is shown diagrammatically and is indicated as being provided with a pipe 7 through which gasolen is supplied to it. from any suitable source. The intake side of carburetor 6 is connected by a conduit 8 to the discharge conduit 9 of a centrifugal compressor 10. 11 indicates the impeller of the compressor. It is carried by shaft 12 mounted in suitable bearings in the compressor casing. On one end of shaft 12 is a turbine wheel 13 to which actuating fluid is supplied by nozzles 14, located in the nozzle box 15. Nozzle box 15 is annular in contour4 and is divided by partition plates 16 into a plurality of separateehambers. In ,the present instance, three chambers are shown, numbered 17, 18 and 19. Each of these chambers covers a certain arc of the nozzle box, and hence supplies gases to the nozzles 14 in such arc. Chambers 17,18 and 19 are connected by

conduits

20, 21 and 22 to exhaust manifold 4. Connected to conduit 2O is a conduit 23 which communicates directly with the atmosphere. It is provided with a valve 24 by means of which it.may be opened and closed.

Conduite

21 and 22 are provided with

valves

25 and 26, by means of which they may be opened and closed. On the outer ends of the spindles of

valves

24, 25 and 26 are arranged

disks

27, 28 and 29, each provided with a slot 30 in its edge. Valves 24, 25 and 26 are arranged to be in-either fully open or fully closed positions, and when in either of such positions are held by means of suitable springs.` In the present instance, ldisks 27 and 28 are shown as being connected together bya spring 31 connected at its ends to pins 32 on the disks. Each disk is also provided with a stop pin 33, against which the ends of spring 31 strike to limit the movements of the valves toward open positions. Disk 29 is provided with a pin 34 to which is connected one end of the spring 35. The other end of spring 35 is Connected to a pin 36 projectmg from the wall of conduit 21. On disk 29 is a stop pin 37 for limiting thel movement of valve 26 toward open position. v The ends of the s rings 31 and 35 connectedto the respective isks 27 28 and 29 are adapted to move f `from one sid e of the centers of the diskslto the other side when the disks are turned to open'and close the valves. In the positions shown in'Fig. 1,

valves

24,25 and 26 are open, as is shown in Fig. l2. If now disk 27 is turned in an anti-clockwise direction, valve 24 will be moved toward closed position, and. as soon as pin 32 moves beyond the center of disk 27, spring 31 will act to move the valvo quickly tb its fully closed position, the valve engaging the inner surface of conduit 23 to limit the movement of the valve. Similar actions take place when

disks

28 and 29 are turned in an' anti-clockwise direction.. For

,provided a rod 38 having three depending motor, the operation of which is well underteeth 39 adapted to engage with the notches 30. Teeth 39 are positioned' so that when rod 38 is moved toward the leftas viewed in Fig. 1, the disks.27,

v

28 and 29 will be engaged one after the other, the arrangement being such that as the rod is moved toward the left, valve 24 will be closed, then valve 25 Will be closed, and finally valve `26 will be closed. Upon movement of rod 38 in reverse direction, after the valves have been closed, valve 26 will be opened first, aftenwhich valve 25 and valve 24 willbe opened successively.

The right-hand end of rod 38 is connected to a pistpn 40 located in a cylinder 41. Associated with cylinder 41 is a pilot valve structure 42 which controls admission of actuating fluid to the cylinder on opposite sides of piston 40. Actuating fluid is suppli'e'd'to the pilot valve by a pipe 43 which is connected to exhaust manifold 4. This forms a usual type of pilot valve controlled fluid-actuated stood. The stem of pilot valve 42 is connected to the central portion of a lever 44. One end of lever 44 is connected to rod 38 and the other end is connected to the central portion of a floating lever 45. The upper end of lever 45 is connected by a link 46, a lever 47 which is pivoted at 48, anda link 49 to a hand lever 50 which is adapted to be positioned alon an arcuate segment 5l. The lower end of by a stem 52 to the movable end of a bellows 53 located in a sealed casin 54, the nonmovable end of the bellows eing fixed directly to the base 55 of casing 54.

The interior of bellows 53 has the air removed from itA so 'that there kis a vacuum in it. Casing 54 is connected by a pipe 56 to intake manifold 3, which means that bellows 53 is subjected on its outer surface to the pressure in the intake manifold. Surrounding stem 52 is a spring 57 located between the top wall of casing 54 and an adjustable nut 5S threaded on stem 52. The collapsing of bellows 53 by the pressure to which` it is subjected in casing 54 is thus opposed by spring 57.

The operation is as follows Whenthe aeroplane is on the ground, no supercharging being then desired, piston`40 stands inthe position shown in Fig. 1, and

valves

24, 25 and 26 are wide open. The pressure in intake manifold 3 is substantially atmospheric pressure and the arrangement is such that bellows 53 being subjected to atmospheric pressure is collapsed against the action of spring 57 to an extent such as to maintain the ilot valve closed when piston 40 is in the position shown. With the engine running, 'theexhaust gases have two avenues for escape, one through conduit 23 directly to atmosphere and thel other through the nozzles 14 and the buckets of-turbine wheel 13 directl lto, at`

mospl1ere'. Under these conditions t e presoating lever 45 is connected' sure in the exhaust manifold will be substantially atmospheric pressure. .As a result,

therefore, there will be a drop in. pressure produce an yappreciable amount of supercharguig.

If now the aeroplane rises in the air and reaches-an altitude of a certain lower pressure, then the pressure in casin 54 will decrease, whereupon bellows 53, ue to its inherent' elasticity coupled with the action of spring 57,.will eiect a movement of the lower\end oflioating lever 45" toward the right. At thisitime, the upper end of lever 45 is held stationary by link 46. so that lever 45 turns on the end of link 46'as apivot. This moves the lower end of lever 44 toward the right, thus moving pilot valve 42 toward the right. Fluid under pressure" from pipe 43 then Hows through the'right-hand passage of lthe pilot valve to the` right-hand side of piston 40, moving piston 40 toward the left and effecting the closing of valve 24. As' piston 40 moves toward the left, the upper end of link 44 which is connected to rod 38 moves withvit, the same pivoting about its connection withv Hoating lever 45. This serves to restore the pilot valve to its former position. When valve 24 closes, the escape of exhaust gases to the latmosphere is cut oit' so that nowgthe only avenue of esca e for them is through the nozzles 14. At th1s time all three chambers, 17, 18 and 19, are connected to the exhaust manifold so that the exhaust gases are fed to the entire rin of nozzles 14. There will be now a certain rop in pressure across nozzles 14 sufficient to effect the'dischargemf the exhaust ases through them. 'lbis will serve to buil ug a certain back pressure on the engine and e ect operation of the turbine wheel at a certain speed; The arrangement is such that when all the nozzles 14 are available for the passage of exhaust gas, a back pressure of but small value will be built u on the turbine. As a result, theturbine wi lbe operated at a comthat the parts will come to a stable position with valve 24'closed when a certain predetermined pressure is reestablished on casing 54.

This pressureI will be substantially that .f

which existed previouslyin casing 54, al`

mechanism.

' will be operated after It' now the pressure in the intake manii old again decreases, then the operation just described will be repeated, piston 40 being moved so as to effect closing of Valve 25. When valve 25closes, the nozzle area supplied with gases from the chamberlS is shut ofi' so that all the exhaust gas must escape through the nozzles fed by chambers l17 and 19. Due to the more limited nozzle area available for the passage of the exhaust `gases, the back pressure on the turbine will be further built up, whereupon there will be effected a greater drop in pressure across the nozzles now in to increase further the speed of the supercharger. Compressor 11 will thereupon operate to increase the pressure of the air supplied to the carburetor.

If now another decrease in pressure in intake manifold 3 occurs, thenthe mechanism the manner already described, to eiiect closing of valve 26. This then shuts off the supply of exhaust gases to the nozzles of chamber 19 so that all thel exhaust gasesV from the engine must pass through the nozzles fed from chamber 17. As a result the back pressure on the turbine will be built up still further, which means that there will be a greater drop in pressure across nozzles 14, thereby further increasing the speed of the turbine wheel and hence the amount of supercharging.

Thus it will be seen the supercharger will be increased automatically from zero to its maximum Value.

If the supercharging pressure increases beyond the desired value, then bellows 53 is collapsed, operating piston 40 in the opposite direction to that just described, whereby there is effected opening movement of the

valves

26, 25 and 24 in the reverse order to their closing movements.

By means of hand lever the floating lever 45 can be moved to elfect adjustment of the supercharg'er at any time or to set it for any desired pressure. The automatic mechanism comprising bellows 53 then servesto maintain such pressure automatically.

Vhile I havefshown only one atmospheric valve 24 and two nozzle controllino'

valves

25 and 26, it will be understood that the number may be varied as found desirable; also, it will be understood that the valves may be operated in any suitable manner. Preferably, I operate the valves from wide open to completely closed position, as this avoids throttling. However, it is to be understood that the valves may be operated in any other suitable manner, if desired.

In accordance with the provisions of the patentstatutes, I have described the principle of operation of my invention,

together with the apparatus which I now consider to represent the best embodiment thereof, but I desire to have it understood that the apparatus shown is only illustrative and that the invention may be carried out by other means.

What I claim as neiv, and desire to secure by Letters Patent of the United States, 1s:

1. The combination with an internal combustion engine, of a supercharger comprising a turbine, conduit means for conveyin .exhaust gases from the engine to the tur me, conduit means for conveying exhaust gases from the engine directly to atmosphere, and means for successively shutting oli' the second named conduit means. and their diminishing action which will serve\ the passage area through the turbine to effect increase 1n the amount of energy imparted by the gases to the turbine.

2. The combination with an internal com- `bustion engine, of a supercharger comprising a turbine, conduit means for conveying exhaust gases from the engine to the/turbine, conduit means for conveying exhaust gases from the engine directly to atmosphere, and automatic means controlled by the supercharger pressure for successively shutting ofi the second named conduit means and then diminishing the passage area through the turbine to eHect lncrease in the amount of energy imparted by the gases to the turbine.

'3. rlhecombination with an internal combustion engine, of a supercharger comprising a turbine, nozzles for the turbine, conduit means for conveying exhaust gases from the engine to the nozzles, conduit means for conveying exhaust gases directly to atmosphere, said nozzles havin a total area such that when both said ex aust conduit means -are open but little energy will be expended on lthe turbine rotor, and means for successively shutting oii the second named conduit means and then diminishing the nozzle area available for gas flow to thereby increase the amount of energy expended on the turbine rotor. l

4. The combination with an internal combustion engine, of a superchar er comprisleo ing a turbine, nozzles for the tur ine, conduit means for conveying exhaust gases from the englne to the nozzles, conduit means for conveying exhaust gases directly to atmosphere,

bine, conduit means foi-conveying exhaust gases fromthe engine to said groups of nozzles, conduit moans for conveying exhaust gases from the engine directly to atmosphere, ind valve means for successively closing said last named conduit means and then cutting groups of nozzles out of action to effect a building up of the back pressure on the engine to increase the drop in pressure through the nozzles.

6.' The combination Wlth an internal combustion engine, of a su ercharged compris-l ing a turbine, groups o nozzles for the turbine', conduit means for conveying exhaust gases from the engine to said groups of nozzles, conduit means for conveying exhaust gases from the engine directly to atmosphere, and valve moans controlled automatically by the supcrohargcr pressure for successively closing said last named conduit means and last named conduit means and then cuttingr roups of nozzles out. oiV action to effect a uilding up of the backpressure on the engine to increase the dro 1n pressure through the nozzles, and manual y-dperated means for effecting adjustment ol; the supercharger pressure.

l In Witness whereof, I have hereunto set my hand this 28th day of January, 1927.

SANFORD A. MOSS.

then cutting groups of nozzles out of action to eiiiect a building up of the back pressurev on the engine to increase the drop in pressure through the nozzles.

7. The combination with an internal com-- bustion engine, of a supercharger comprising a turbme, conduit .means for conveymgexhaust gases from the engine to the turbine,

conduit means for conveying exhaust gases from the engine dlrectl to atmosphere, automatic means controlle by the supercharger A engine to the nozzles, conduit means for conveying exhaust gases directly to atmosphere, said nozzles havmg a total area such that when both said exhaust conduit means are open but little energy will be expended on the turbine rotor, automatic means actuated by the supercharger pressure for successively shutting off the second named conduit means and then diminishing the nozzle area available for gas flow to thereby increase the amount of energy expended on the 'turbine rotor, and manually-operated means for effectin g adjustments of the supercharger pressure. l

9. The combination with an internal combustion engine, of a supercharger comprising a turbine, groups of nozzles for the turbine, conduit means for conveying exhaust gases 4 from the engine to said groups of nozzles,

conduit means for conveying exhaust gases -from the engine directly to atmosphere, valve means controlled automatically by the supercharger pressure for successively closing said