US20010004834A1 - Engine having increased boost at low engine speeds - Google Patents
Engine having increased boost at low engine speeds Download PDFInfo
- Publication number
- US20010004834A1 US20010004834A1 US09/767,628 US76762801A US2001004834A1 US 20010004834 A1 US20010004834 A1 US 20010004834A1 US 76762801 A US76762801 A US 76762801A US 2001004834 A1 US2001004834 A1 US 2001004834A1
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- US
- United States
- Prior art keywords
- flow
- intake air
- engine
- supercharger
- directional control
- 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.)
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Classifications
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- 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
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- 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
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/08—Other arrangements or adaptations of exhaust conduits
- F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
- F01N13/107—More than one exhaust manifold or exhaust collector
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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
- 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
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
-
- 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
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
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- 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
- This invention relates generally to an engine and more particularly to an engine having a turbocharger and a supercharger.
- the present invention is directed to overcoming one or more of the problems as set forth above.
- an engine has a plurality of operating speeds. One of the plurality of the operating speeds being a low speed and another of the plurality of the operating speeds being a high speed.
- An air induction system defines a flow of intake air therein and an exhaust system defines a flow of exhaust gas therein.
- the air induction system is comprised of a turbocharger having a turbine section defining a turbine being driven by the flow of exhaust gas.
- a shaft is attached to the turbine and drives a compressor wheel.
- the compressor wheel compresses the flow of intake air and densifys the flow of intake air.
- a directional control valve has an outlet end, an inlet end being in fluid communication with the flow of intake air being compressed and densifyed by the compressor wheel and a second inlet end.
- the directional control valve is movable between an open position and a closed position.
- the flow of intake air enters the inlet end with the directional control valve in the open position. And, the flow of intake air is prevented from entering the inlet end with the directional control valve in the closed position.
- a supercharger has an inlet end and an outlet end. The inlet end is in fluid communication with the flow of intake air.
- the flow of intake air is compressed and densifyed by the turbocharger prior to being communicated to the supercharger. And, the supercharger further compresses and densifys the intake air prior to exiting said outlet end.
- the outlet end is in fluid communication with the second inlet end of the direction control valve.
- a motor is drivingly connected to the supercharger.
- the motor has a variable rate of speed and the variable rate of speed varies a quantity of flow of the intake air from the supercharger to the engine.
- an engine has a plurality of operating speeds.
- One of the plurality of the operating speeds is a low speed and another of the plurality of the operating speeds is a high speed.
- An air induction system defines a flow of intake air therein and an exhaust system defines a flow of exhaust gas therein.
- the air induction system is comprised of a plurality of turbochargers, each having a turbine section defining a turbine being driven by the flow of exhaust gas.
- a shaft is attached to the turbine and drives a compressor wheel. The compressor wheel compresses the flow of intake air and densifys the flow of intake air.
- a plurality of directional control valves each have an outlet end, an inlet end being in fluid communication with the flow of intake air being compressed and densifyed by the compressor wheel. And, at least one of the plurality of directional control valves has a second inlet end.
- the plurality of directional control valves are movable between an open position and a closed position. The flow of intake air enters the inlet end of a respective one of the plurality of directional control valves with the plurality of directional control valves in the open position. The flow of intake air is prevented from entering the inlet end with the plurality of directional control valves in the closed position.
- a supercharger has an inlet end and an outlet end. The inlet end is in fluid communication with the flow of intake air.
- the flow of intake air is compressed and densifyed by the plurality of turbochargers prior to being communicated to the supercharger. And, the supercharger further compresses and densifys the intake air prior to exiting the outlet end.
- the outlet end is in fluid communication with the second inlet end of the at least one of the plurality of directional control valves. With the plurality of directional control valves in the closed position, the intake air is in fluid communication with the outlet end of the plurality of directional control valves.
- a motor is drivingly connected to the supercharger.
- the motor has a variable rate of speed. The variable rate of speed varies a quantity of flow of the intake air from the supercharger.
- a method of increasing a flow of intake air to an engine comprises the following steps. Directing the flow of intake air to a turbocharger. Compressing and densifying the flow of intake air within the turbocharger. Monitoring the flow of intake air to the engine. Monitoring a quantity of fuel to the engine. Calculating a proportional relationship of the quantity of fuel to the flow of intake air. Directing the flow of intake air from the turbocharger to at least one of a directional control valve and a supercharger.
- FIG. 1 is a schematic view of an engine embodying the present invention.
- an engine 10 includes a block 12 having a plurality of bores 14 therein.
- a crankshaft 16 is rotatably positioned in the block 12 in a conventional manner and operatively moves a piston 18 within each of the plurality of bores 14 .
- the engine 10 includes a first air induction system 30 through which a flow of intake air, designated by arrow 32 is operatively connected to the plurality of bores 14 .
- the engine 10 includes an exhaust system 34 through which a flow of exhaust gas, designated by arrow 36 is operatively connected to the plurality of bores 14 .
- the air induction system 30 includes an air cleaner 40 being in communication with atmospheric air.
- the air cleaner 40 can be of any conventional design and as an alternative could include an oil separator.
- the air cleaner 40 is fluidly connected with a compressor section 42 of a turbocharger 44 .
- a first tube 46 is interposed the air cleaner 40 and the compressor section 42 .
- the compressor section 42 is fluidly connected to an aftercooler 48 .
- a second tube 50 is interposed the compressor section 42 and the aftercooler 48 .
- the aftercooler 48 is fluidly connected to an intake manifold 52 .
- the aftercooler 48 is formed of a tube type configuration.
- the intake manifold 52 is attached to the engine 10 in a conventional manner and is operatively connected to the plurality of bores 14 .
- a directional control valve 60 is positioned in the second tube 52 .
- the directional control valve 60 is movable between an open position 62 and a closed position 64 , shown in phantom.
- the directional control valve 60 is infinitely movable between the open position 62 and the closed position 64 .
- a first inlet end 66 of the directional control valve 60 is operatively positioned in communication with the flow of intake air 32 exiting the compressor section 42 .
- an outlet end 68 of the directional control valve 60 is operatively positioned in communication with the flow of intake air 32 going to the aftercooler 48 .
- the directional control valve 60 further includes a second inlet end 70 , as will be explained later.
- a first conduit 78 being in fluid communication with a supercharger 80 .
- the supercharger 80 has an inlet end 82 being connected with the first conduit 78 and an outlet end 84 being in fluid communication with the second inlet end 70 of the directional control valve 60 .
- the supercharger 80 is attached to a shaft 86 of a hydraulic motor 88 being operable through a variable rate of speed.
- the shaft 86 could be driven by any type of a motor such as an electric motor without changing the jest of the invention.
- the hydraulic motor 88 is driven in a convention manner, not shown.
- the shaft 86 of the supercharger 80 can be driven mechanically such as by a belt or gear.
- the exhaust system 34 includes an exhaust manifold 90 being in communication with the plurality of bores 14 in a conventional manner.
- An exhaust pipe 92 is in fluid communication with the exhaust manifold 90 and a turbine section 94 of the turbocharger 44 .
- a turbine 96 within the turbine section 94 is attached to a shaft 98 and drives a compressor wheel 100 of the compressor section 42 in a conventional manner.
- FIG. 1 Another embodiment is also shown in FIG. 1.
- additional elements of a like feature have been added and are designated by a number.
- a second air induction system 30 ′ has been substantially added or incorporated with the air induction system 30 .
- the second air induction system 30 ′ includes a second air cleaner 40 ′ being in communication with atmospheric air.
- the second air cleaner 40 ′ can be of any conventional design and as an alternative could include an oil separator.
- the second air cleaner 40 ′ is fluidly connected with a compressor section 42 ′ of a second turbocharger 44 .
- a first tube 46 ′ is interposed the second air cleaner 40 ′ and the compressor section 42 ′ of the second turbocharger 44 ′.
- the compressor section 42 ′ is fluidly connected to the aftercooler 48 .
- a second tube 50 ′ is interposed the compressor section 42 ′ of the second turbocharger 44 ′ and the aftercooler 48 .
- the aftercooler 48 is fluidly connected to the intake manifold 52 .
- a second directional control valve 60 ′ is positioned in the second tube 50 ′.
- the second directional control valve 60 ′ is movable bet ween an open position 62 ′ and a closed position 64 ′, shown in phantom.
- the directional control valve 60 ′ is infinitely movable between the open position 62 ′ and the closed position 64 ′.
- a first inlet end 66 ′ of the second directional control valve 60 ′ is operatively positioned in communication with the flow of intake air 32 exiting the compressor section 42 ′.
- an outlet end 68 ′ of the second directional control valve 60 ′ is operatively positioned in communication with the flow of intake air 32 going to the aftercooler 48 .
- the second directional control valve 60 ′ further includes a second inlet end 70 ′, which in this embodiment is not used.
- first conduit 78 ′ Interposed a portion of the second tube 50 ′ between the compressor section 42 ′ and the second directional control valve 60 ′ is a first conduit 78 ′ being in fluid communication with the supercharger 80 .
- the first conduit 78 ′ of the second air induction system 30 ′ is connected with the first conduit 78 of the air induction system 30 and to the inlet end 82 of the supercharger 80 .
- the outlet end 84 of the supercharger 80 is in fluid communication with the second inlet end 70 of the directional control valve 60 of the air induction system 30 .
- a second exhaust system 34 ′ includes the exhaust manifold 90 and an exhaust pipe 92 ′ being in fluid communication with the exhaust manifold 90 and a turbine section 94 ′ of the second turbocharger 44 ′.
- a turbine 96 ′ within the turbine section 94 ′ is attached to a shaft 98 ′ and drives a compressor wheel 100 ′ of the compressor section 42 ′ in a conventional manner.
- Each of the first air induction system 30 and the second air induction system 30 ′ have a control system 110 connected thereto.
- the control system 110 is mechanical.
- each of the direction control valves 60 includes a flapper 111 being rotatably positioned within a housing 112 and having a spring mechanism 113 biasing the flapper toward the closed position 64 .
- control system 110 includes a controller 114 which can be used with either or both of the first air induction system 30 and the second air induction system 30 ′.
- a plurality of sensors 116 are positioned within or on the engine 10 and/or the intake air flow 32 . A portion of the plurality of sensors 116 monitor the pressure and flow rate. Another one of the plurality of sensors 116 monitors speed of the crankshaft 16 . Another one of the plurality of sensors 116 monitors the quantity of fuel being injected to the plurality of bores 14 or the engine 10 .
- a signal is sent from each of the sensors 116 to the controller 114 , interpreted by the controller and a signal is sent to a positioning mechanism 118 .
- the positioning mechanism 118 is connected to the direction control valve 60 and controls the position of the direction control valve 60 between the open position 62 and the closed position 64 . And, when the first air induction system and the second air induction system are used in combination, the positioning mechanism 118 is connected to the directional control valve 60 and the second directional control valve 60 ′. The positioning mechanism 118 controls the operative positions between the open position 62 , 62 ′ and closed position 64 , 64 ′ respectively.
- the positioning mechanism 118 can be of any configuration such as mechanical, electrical or hydraulic. In this application, the positioning mechanism is electrical, such as a solenoid. Additionally, the controller 114 , depending on the interpretation of the signals from the plurality of sensors varies the speed of the shaft 86 driving the supercharger 80 . Controlling the speed of the shaft 86 can be done in a variety of manners, in this application a hydro-electric server system, not shown, is used.
- the engine 10 is started in a conventional manner and is brought up to an operating speed and temperature.
- Fuel from an external source, is supplied to each of the plurality of bores 14 .
- Intake air 32 is supplied to the engine 10 .
- intake air 32 enters through the air cleaner 40 and passes through the first tube 46 to the compressor section 42 and is compressed by the compressor wheel 100 increasing in pressure and temperature.
- intake air 32 passes through the aftercooler 48 , is cooled becoming more dense and enters into the respective one of the plurality of bores 14 .
- the intake air 32 and the fuel are combusted. After combustion, the flow of exhaust gas 36 enters the exhaust manifold 90 .
- the flow of exhaust gas 36 passes through the exhaust pipe 92 and enters the turbine section 94 of the turbocharger 44 and drives the shaft 98 driving the compressor wheel 100 . After flowing through the turbine section 94 of the turbocharger 44 , the exhaust gas 36 exits through a muffler to the atmosphere in a conventional manner.
- the spring mechanism 113 acts to bias the directional control valves 60 into the closed position 64 .
- the flapper 111 is acted on and the position of the directional control valve 60 , 60 ′ is moved toward the open position 62 , 62 ′.
- the greater the quantity of the pressure the more the position of the directional control valve 60 , 60 ′ is moved toward the open position.
- the pressure between the turbocharger 44 , 44 ′ and the supercharger 80 is balanced to a predetermined level, the flow of intake air 32 to the supercharger is stopped.
- the directional control valve 60 is moved to the closed position 64 and the flow of intake air 32 from the turbocharger 44 passes along the first conduit 78 to the supercharger 80 .
- the quantity of intake air 32 passing to the aftercooler 48 is monitored and a signal is sent to the controller 114 .
- the speed of the shaft 86 driving the supercharger 80 is regulated. For example, if the quantity of intake air 32 is low and the quantity of fuel is high the speed of the shaft 86 is increased to a maximum. This results in increasing the quantity of intake air 32 passing through the second inlet end 70 of the directional control valve 60 and to the aftercooler 48 .
- the speed of the shaft 86 is decreased, the position of the directional control valve 60 is moved toward the open position 62 . With the directional control valve 60 at the open position 62 little if any flow of intake air 32 is directed to the supercharger 80 . Additionally, the motor 88 can be stopped. And, the efficiency and effectiveness of the system 30 is increased. The combination accelerates the engine 10 from a slow speed to a high speed effectively, efficiently and with reduced emissions.
- the operation is slightly different.
- a need is defined to accelerate the engine to a high speed.
- additional fuel is directed to the plurality of bores 14 in a conventional manner.
- the time required for the quantity of intake air 32 needed to efficiently and effectively accelerate the engine 10 is lacking with only the turbochargers 44 , 44 ′ being used. Since the flow of exhaust 36 from the plurality of bores 14 is low or small in quantity, the speed and the compressibility preformed by the turbochargers 44 , 44 ′ is low or small resulting in a low quantity of intake air 32 .
- the supercharger 80 is activated.
- a single supercharger 80 is used to receive the flow of intake air 32 from each of the turbochargers 44 , 44 ′.
- the directional control valve 60 and the second directional control valve 60 ′ are moved to the closed position 64 , 64 ′ and the flow of intake air 32 from the turbochargers 44 , 44 ′ passes along the first conduit 78 , 78 ′ to the supercharger 80 .
- the quantity of intake air 32 passing to the aftercooler 48 is monitored and a signal is sent to the controller 114 . Depending on the signal, the speed of the shaft 86 driving the supercharger 80 is regulated.
- the speed of the shaft 86 is increased to a maximum. This results in increasing the quantity of intake air 32 passing through the second inlet end 70 of the directional control valve 60 and to the aftercooler 48 . As the quantity of intake air 32 increases, the speed of the shaft 86 is decreased. The position of the directional control valve 60 and the second directional control valve 60 ′ are moved toward the open position 62 , 62 ′. With the directional control valve 60 and the second directional valve 60 ′ at the open position 62 , 62 ′ little if any flow of intake air 32 is directed to the supercharger 80 . Additionally, the motor 88 can be stopped. And, the efficiency and effectiveness of the air induction system 30 and the second air induction system 30 ′ is increased. The combination accelerates the engine 10 from a slow speed to a high speed effectively, efficiently and with reduced emissions.
- the efficiency and effectiveness of the first air induction system 30 and the second air induction system 30 ′ is superior to that of other systems.
- the energy therein is used to partially compress and densify the intake air 32 .
- the intake air 32 had been partially compressed and densifyed by each of the turbochargers 44 , 44 ′ prior to the single supercharger 80 further compressing and densifying the intake air 32 .
- the structural arrangement of the intake air 32 flow path is simplified when using a plurality of turbochargers 44 , 44 ′ and directing the flow of intake air 32 through a singe directional valve 60 , 60 ′.
Abstract
Past air intake systems have failed to effectively and efficiently utilize the arrangement of structural components to increase boost at low engine speeds. The present air intake system effectively and efficiently utilizes the arrangement of structural components to increase boost at low engine speeds. The air intake system directs intake air through a turbocharger and evaluates the quantity of flow of intake air to the engine as compared to the flow of fuel. And, depending on the results of the evaluation, a directional control valve directs the flow of intake air to a supercharger or to the engine. The supercharger is driven by a motor having a variable rate of speed as compared to the engine.
Description
- This invention relates generally to an engine and more particularly to an engine having a turbocharger and a supercharger.
- Attempts have been made to provide an efficient and effective intake air supply system for engines. One such example, utilizes a turbocharger or twin turbochargers to increase the intake air supply to the engine increasing boost pressure and increasing output power. Thus, an exhaust gas from the engine which would be spent to the atmosphere is used by recovering the heat within the exhaust to drive a turbine, increasing efficiency. With the engine operating at or near high speed, an adequate supply of exhaust is available to drive the turbocharger and produce an efficient and effective air supply system for engines. However, at low speed sufficient exhaust to drive the turbocharger and produce an adequate supply of intake air is not available. Thus, the efficiency and effectiveness of the turbocharger is lost.
- Other attempts have been made to provide and efficient and effective intake air supply for engines by incorporating a supercharger or blower. In these applications, a supercharger or blower is mechanically driven by the engine such as by a belt connected to a pulley on a crankshaft or by a gear or plurality of gears driven by the engine. With these systems, the low speed engine efficiency and effectiveness can be overcome by having a fixed speed ratio between the engine and the supercharger. For example, the speed of the supercharger can be 2 or 3 time that of the engine speed. Thus, the output of the supercharger at low engine speed can deliver adequate intake air for efficient and effective engine operation at low speed. The major disadvantage of using the supercharger is that power of the engine is used to drive the supercharger and can not be deliver as output power.
- Attempts have also been made to combine the turbocharger system and the supercharger system. An example of one such system is disclosed in U.S. Pat. No. 4,903,488 issued to Noriyoshi Shibata on Feb. 27, 1990. The patent discloses a multiple compressed air supply system. A turbocharger is driven by an exhaust from an engine and a supercharger is drivingly connected to the engine by a belt and is driven by a crankshaft. The supercharger is driven at a constant speed relative to an engine speed. Thus, the effectiveness and efficiency of each system can be combined. However, with the system as disclosed, the efficiency and the effectiveness of the engine can be further improved.
- The present invention is directed to overcoming one or more of the problems as set forth above.
- In one aspect of the invention, an engine has a plurality of operating speeds. One of the plurality of the operating speeds being a low speed and another of the plurality of the operating speeds being a high speed. An air induction system defines a flow of intake air therein and an exhaust system defines a flow of exhaust gas therein. The air induction system is comprised of a turbocharger having a turbine section defining a turbine being driven by the flow of exhaust gas. A shaft is attached to the turbine and drives a compressor wheel. The compressor wheel compresses the flow of intake air and densifys the flow of intake air. A directional control valve has an outlet end, an inlet end being in fluid communication with the flow of intake air being compressed and densifyed by the compressor wheel and a second inlet end. The directional control valve is movable between an open position and a closed position. The flow of intake air enters the inlet end with the directional control valve in the open position. And, the flow of intake air is prevented from entering the inlet end with the directional control valve in the closed position. A supercharger has an inlet end and an outlet end. The inlet end is in fluid communication with the flow of intake air. The flow of intake air is compressed and densifyed by the turbocharger prior to being communicated to the supercharger. And, the supercharger further compresses and densifys the intake air prior to exiting said outlet end. The outlet end is in fluid communication with the second inlet end of the direction control valve. And, with the directional control valve in the closed position the intake air is in fluid communication with the outlet end of the directional control valve. A motor is drivingly connected to the supercharger. The motor has a variable rate of speed and the variable rate of speed varies a quantity of flow of the intake air from the supercharger to the engine.
- In another aspect of the invention, an engine has a plurality of operating speeds. One of the plurality of the operating speeds is a low speed and another of the plurality of the operating speeds is a high speed. An air induction system defines a flow of intake air therein and an exhaust system defines a flow of exhaust gas therein. The air induction system is comprised of a plurality of turbochargers, each having a turbine section defining a turbine being driven by the flow of exhaust gas. A shaft is attached to the turbine and drives a compressor wheel. The compressor wheel compresses the flow of intake air and densifys the flow of intake air. A plurality of directional control valves each have an outlet end, an inlet end being in fluid communication with the flow of intake air being compressed and densifyed by the compressor wheel. And, at least one of the plurality of directional control valves has a second inlet end. The plurality of directional control valves are movable between an open position and a closed position. The flow of intake air enters the inlet end of a respective one of the plurality of directional control valves with the plurality of directional control valves in the open position. The flow of intake air is prevented from entering the inlet end with the plurality of directional control valves in the closed position. A supercharger has an inlet end and an outlet end. The inlet end is in fluid communication with the flow of intake air. The flow of intake air is compressed and densifyed by the plurality of turbochargers prior to being communicated to the supercharger. And, the supercharger further compresses and densifys the intake air prior to exiting the outlet end. The outlet end is in fluid communication with the second inlet end of the at least one of the plurality of directional control valves. With the plurality of directional control valves in the closed position, the intake air is in fluid communication with the outlet end of the plurality of directional control valves. A motor is drivingly connected to the supercharger. The motor has a variable rate of speed. The variable rate of speed varies a quantity of flow of the intake air from the supercharger.
- In another aspect of the invention, a method of increasing a flow of intake air to an engine is disclosed. The engine defines a plurality of speeds, one of the plurality of speeds being a low speed and another of the plurality of speeds being a high speed. The engine further includes at least a turbocharger. Increasing the flow of intake air to the engine comprises the following steps. Directing the flow of intake air to a turbocharger. Compressing and densifying the flow of intake air within the turbocharger. Monitoring the flow of intake air to the engine. Monitoring a quantity of fuel to the engine. Calculating a proportional relationship of the quantity of fuel to the flow of intake air. Directing the flow of intake air from the turbocharger to at least one of a directional control valve and a supercharger. Driving the supercharger with a motor. Compressing and densifying the flow of intake air further within the supercharger. And, directing the compressed and densifyed flow of intake air through the directional control valve prior to directing the increased flow of intake air to the engine.
- FIG. 1 is a schematic view of an engine embodying the present invention.
- Referring to FIG. 1, an
engine 10 includes ablock 12 having a plurality ofbores 14 therein. Acrankshaft 16 is rotatably positioned in theblock 12 in a conventional manner and operatively moves apiston 18 within each of the plurality ofbores 14. Theengine 10 includes a firstair induction system 30 through which a flow of intake air, designated byarrow 32 is operatively connected to the plurality ofbores 14. And, theengine 10 includes anexhaust system 34 through which a flow of exhaust gas, designated byarrow 36 is operatively connected to the plurality ofbores 14. - The
air induction system 30 includes anair cleaner 40 being in communication with atmospheric air. Theair cleaner 40 can be of any conventional design and as an alternative could include an oil separator. Theair cleaner 40 is fluidly connected with acompressor section 42 of aturbocharger 44. In this application, afirst tube 46 is interposed theair cleaner 40 and thecompressor section 42. Thecompressor section 42 is fluidly connected to anaftercooler 48. Asecond tube 50 is interposed thecompressor section 42 and theaftercooler 48. Theaftercooler 48 is fluidly connected to anintake manifold 52. In this application, theaftercooler 48 is formed of a tube type configuration. But, as an alternative other configuration, such as, a primary surface or fin type configuration could be used without varying from the jest of the invention. Theintake manifold 52 is attached to theengine 10 in a conventional manner and is operatively connected to the plurality ofbores 14. - A
directional control valve 60 is positioned in thesecond tube 52. Thedirectional control valve 60 is movable between anopen position 62 and aclosed position 64, shown in phantom. Thedirectional control valve 60 is infinitely movable between theopen position 62 and theclosed position 64. Afirst inlet end 66 of thedirectional control valve 60 is operatively positioned in communication with the flow ofintake air 32 exiting thecompressor section 42. And, anoutlet end 68 of thedirectional control valve 60 is operatively positioned in communication with the flow ofintake air 32 going to theaftercooler 48. Thedirectional control valve 60 further includes asecond inlet end 70, as will be explained later. - Interposed a portion of the
second tube 50 between thecompressor section 42 and thedirectional control valve 60 is afirst conduit 78 being in fluid communication with asupercharger 80. Thesupercharger 80 has aninlet end 82 being connected with thefirst conduit 78 and anoutlet end 84 being in fluid communication with thesecond inlet end 70 of thedirectional control valve 60. Thesupercharger 80 is attached to ashaft 86 of ahydraulic motor 88 being operable through a variable rate of speed. As an alternative, theshaft 86 could be driven by any type of a motor such as an electric motor without changing the jest of the invention. Thehydraulic motor 88 is driven in a convention manner, not shown. Additionally, as a further alternative, theshaft 86 of thesupercharger 80 can be driven mechanically such as by a belt or gear. - The
exhaust system 34 includes anexhaust manifold 90 being in communication with the plurality ofbores 14 in a conventional manner. Anexhaust pipe 92 is in fluid communication with theexhaust manifold 90 and aturbine section 94 of theturbocharger 44. Aturbine 96 within theturbine section 94 is attached to ashaft 98 and drives acompressor wheel 100 of thecompressor section 42 in a conventional manner. - Another embodiment is also shown in FIG. 1. In this embodiment, additional elements of a like feature have been added and are designated by a number. For example, a second
air induction system 30′ has been substantially added or incorporated with theair induction system 30. The secondair induction system 30′ includes asecond air cleaner 40′ being in communication with atmospheric air. Thesecond air cleaner 40′ can be of any conventional design and as an alternative could include an oil separator. Thesecond air cleaner 40′ is fluidly connected with acompressor section 42′ of asecond turbocharger 44. In this embodiment, afirst tube 46′ is interposed thesecond air cleaner 40′ and thecompressor section 42′ of thesecond turbocharger 44′. Thecompressor section 42′ is fluidly connected to theaftercooler 48. Asecond tube 50′ is interposed thecompressor section 42′ of thesecond turbocharger 44′ and theaftercooler 48. Theaftercooler 48 is fluidly connected to theintake manifold 52. - A second
directional control valve 60′ is positioned in thesecond tube 50′. The seconddirectional control valve 60′ is movable bet ween anopen position 62′ and aclosed position 64′, shown in phantom. Thedirectional control valve 60′ is infinitely movable between theopen position 62′ and theclosed position 64′. Afirst inlet end 66′ of the seconddirectional control valve 60′ is operatively positioned in communication with the flow ofintake air 32 exiting thecompressor section 42′. And, anoutlet end 68′ of the seconddirectional control valve 60′ is operatively positioned in communication with the flow ofintake air 32 going to theaftercooler 48. The seconddirectional control valve 60′ further includes asecond inlet end 70′, which in this embodiment is not used. - Interposed a portion of the
second tube 50′ between thecompressor section 42′ and the seconddirectional control valve 60′ is afirst conduit 78′ being in fluid communication with thesupercharger 80. In this application, thefirst conduit 78′ of the secondair induction system 30′ is connected with thefirst conduit 78 of theair induction system 30 and to theinlet end 82 of thesupercharger 80. Theoutlet end 84 of thesupercharger 80 is in fluid communication with thesecond inlet end 70 of thedirectional control valve 60 of theair induction system 30. - A
second exhaust system 34′ includes theexhaust manifold 90 and anexhaust pipe 92′ being in fluid communication with theexhaust manifold 90 and aturbine section 94′ of thesecond turbocharger 44′. Aturbine 96′ within theturbine section 94′ is attached to ashaft 98′ and drives acompressor wheel 100′ of thecompressor section 42′ in a conventional manner. - Each of the first
air induction system 30 and the secondair induction system 30′ have acontrol system 110 connected thereto. In one example, thecontrol system 110 is mechanical. For example, each of thedirection control valves 60 includes aflapper 111 being rotatably positioned within ahousing 112 and having aspring mechanism 113 biasing the flapper toward theclosed position 64. - In another embodiment the
control system 110 includes acontroller 114 which can be used with either or both of the firstair induction system 30 and the secondair induction system 30′. Additionally, a plurality ofsensors 116 are positioned within or on theengine 10 and/or theintake air flow 32. A portion of the plurality ofsensors 116 monitor the pressure and flow rate. Another one of the plurality ofsensors 116 monitors speed of thecrankshaft 16. Another one of the plurality ofsensors 116 monitors the quantity of fuel being injected to the plurality ofbores 14 or theengine 10. A signal is sent from each of thesensors 116 to thecontroller 114, interpreted by the controller and a signal is sent to apositioning mechanism 118. Thepositioning mechanism 118 is connected to thedirection control valve 60 and controls the position of thedirection control valve 60 between theopen position 62 and theclosed position 64. And, when the first air induction system and the second air induction system are used in combination, thepositioning mechanism 118 is connected to thedirectional control valve 60 and the seconddirectional control valve 60′. Thepositioning mechanism 118 controls the operative positions between theopen position closed position positioning mechanism 118 can be of any configuration such as mechanical, electrical or hydraulic. In this application, the positioning mechanism is electrical, such as a solenoid. Additionally, thecontroller 114, depending on the interpretation of the signals from the plurality of sensors varies the speed of theshaft 86 driving thesupercharger 80. Controlling the speed of theshaft 86 can be done in a variety of manners, in this application a hydro-electric server system, not shown, is used. - Industrial Applicability
- In use, the
engine 10 is started in a conventional manner and is brought up to an operating speed and temperature. Fuel, from an external source, is supplied to each of the plurality ofbores 14.Intake air 32 is supplied to theengine 10. For example,intake air 32 enters through theair cleaner 40 and passes through thefirst tube 46 to thecompressor section 42 and is compressed by thecompressor wheel 100 increasing in pressure and temperature. From thecompressor section 42,intake air 32 passes through theaftercooler 48, is cooled becoming more dense and enters into the respective one of the plurality ofbores 14. Within the plurality ofbores 14 theintake air 32 and the fuel are combusted. After combustion, the flow ofexhaust gas 36 enters theexhaust manifold 90. The flow ofexhaust gas 36 passes through theexhaust pipe 92 and enters theturbine section 94 of theturbocharger 44 and drives theshaft 98 driving thecompressor wheel 100. After flowing through theturbine section 94 of theturbocharger 44, theexhaust gas 36 exits through a muffler to the atmosphere in a conventional manner. - With the
engine 10 operating at low speed, a need is defined to accelerate the engine to a high speed. Additional fuel is directed to the plurality ofbores 14 in a conventional manner. The time required for the quantity ofintake air 32 needed to efficiently and effectively accelerate theengine 10 is lacking with only theturbocharger 44 being used. For example, since the flow ofexhaust 36 from the plurality ofbores 14 is low or small in quantity the speed and the compressibility preformed by theturbocharger 44 is low or small resulting in a low quantity ofintake air 32. Thus, to increase the quantity ofintake air 32 proportionally with the quantity of fuel thesupercharger 80 is activated. - For example, with the
control system 110 being mechanical, thespring mechanism 113 acts to bias thedirectional control valves 60 into theclosed position 64. As the flow ofintake air 32 increases in pressure from theturbocharger flapper 111 is acted on and the position of thedirectional control valve open position directional control valve turbocharger supercharger 80 is balanced to a predetermined level, the flow ofintake air 32 to the supercharger is stopped. - For example, with the
control system 110 including thecontroller 114, thedirectional control valve 60 is moved to theclosed position 64 and the flow ofintake air 32 from theturbocharger 44 passes along thefirst conduit 78 to thesupercharger 80. The quantity ofintake air 32 passing to theaftercooler 48 is monitored and a signal is sent to thecontroller 114. Depending on the signal, the speed of theshaft 86 driving thesupercharger 80 is regulated. For example, if the quantity ofintake air 32 is low and the quantity of fuel is high the speed of theshaft 86 is increased to a maximum. This results in increasing the quantity ofintake air 32 passing through thesecond inlet end 70 of thedirectional control valve 60 and to theaftercooler 48. As the quantity ofintake air 32 increases, the speed of theshaft 86 is decreased, the position of thedirectional control valve 60 is moved toward theopen position 62. With thedirectional control valve 60 at theopen position 62 little if any flow ofintake air 32 is directed to thesupercharger 80. Additionally, themotor 88 can be stopped. And, the efficiency and effectiveness of thesystem 30 is increased. The combination accelerates theengine 10 from a slow speed to a high speed effectively, efficiently and with reduced emissions. - When using the combination of the first
air induction system 30 and the secondair induction system 30′, the operation is slightly different. For example, with theengine 10 operating at low speed, a need is defined to accelerate the engine to a high speed. Again, additional fuel is directed to the plurality ofbores 14 in a conventional manner. The time required for the quantity ofintake air 32 needed to efficiently and effectively accelerate theengine 10 is lacking with only theturbochargers exhaust 36 from the plurality ofbores 14 is low or small in quantity, the speed and the compressibility preformed by theturbochargers intake air 32. Thus, to increase the quantity ofintake air 32 proportionally with the quantity of fuel thesupercharger 80 is activated. In this application, asingle supercharger 80 is used to receive the flow ofintake air 32 from each of theturbochargers directional control valve 60 and the seconddirectional control valve 60′ are moved to theclosed position intake air 32 from theturbochargers first conduit supercharger 80. The quantity ofintake air 32 passing to theaftercooler 48 is monitored and a signal is sent to thecontroller 114. Depending on the signal, the speed of theshaft 86 driving thesupercharger 80 is regulated. For example, if the quantity ofintake air 32 is low and the quantity of fuel is high the speed of theshaft 86 is increased to a maximum. This results in increasing the quantity ofintake air 32 passing through thesecond inlet end 70 of thedirectional control valve 60 and to theaftercooler 48. As the quantity ofintake air 32 increases, the speed of theshaft 86 is decreased. The position of thedirectional control valve 60 and the seconddirectional control valve 60′ are moved toward theopen position directional control valve 60 and the seconddirectional valve 60′ at theopen position intake air 32 is directed to thesupercharger 80. Additionally, themotor 88 can be stopped. And, the efficiency and effectiveness of theair induction system 30 and the secondair induction system 30′ is increased. The combination accelerates theengine 10 from a slow speed to a high speed effectively, efficiently and with reduced emissions. - The efficiency and effectiveness of the first
air induction system 30 and the secondair induction system 30′ is superior to that of other systems. For example, with theturbochargers exhaust gas 36 the energy therein is used to partially compress and densify theintake air 32. Thus, theintake air 32 had been partially compressed and densifyed by each of theturbochargers single supercharger 80 further compressing and densifying theintake air 32. Furthermore, the structural arrangement of theintake air 32 flow path is simplified when using a plurality ofturbochargers intake air 32 through a singedirectional valve - Other aspects objects and advantages of this invention cam be obtained from a study of the drawings, the disclosure and the appended claims.
Claims (20)
1. An engine having a plurality of operating speeds, one of said plurality of said operating speeds being a low speed and another of said plurality of said operating speeds being a high speed, an air induction system defining a flow of intake air therein and an exhaust system defining a flow of exhaust gas therein, said air induction system comprising:
a turbocharger having a turbine section defining a turbine being driven by said flow of exhaust gas, a shaft being attached to said turbine and driving a compressor wheel, said compressor wheel compressing said flow of intake air and densifying said flow of intake air;
a directional control valve having an outlet end, an inlet end being in fluid communication with said flow of intake air being compressed and densifyed by said compressor wheel, and a second inlet end, said directional control valve being movable between an open position and a closed position, said flow of intake air entering said inlet end with said directional control valve being in said open position and said flow of intake air being prevented from entering said inlet end with said directional control valve being in said closed position;
a supercharger having an inlet end and an outlet end, said inlet end being in fluid communication with said flow of intake air, said flow of intake air being compressed and densifyed by said turbocharger prior to being communicated to said supercharger, and said supercharger further compressing and densifying said intake air prior to exiting said outlet end, said outlet end being in fluid communication with said second inlet end of said direction control valve, and with said directional control valve being in said closed position said intake air being in fluid communication with said outlet end of said directional control valve; and
a motor being drivingly connected to said supercharger, said motor having a variable rate of speed and said variable rate of speed varying a quantity of flow of said intake air from said supercharger to said engine.
2. The engine of wherein a controller determines said quantity of flow of said intake air from said supercharger.
claim 1
3. The engine of wherein a plurality of sensors send a signal to said controller.
claim 2
4. The engine of wherein said controller defines said variable rate of speed of said motor.
claim 3
5. The engine of wherein with said directional control valve being in said closed position said quantity of flow of said intake air from said supercharger being at a maximum.
claim 1
6. The engine of wherein with said directional control valve being in said open position said quantity of flow of said intake air from said supercharger being at a minimum.
claim 5
7. The engine of wherein with said directional control valve being intermediate said open position and said closed position said quantity of flow of said intake air from said supercharger being between said maximum and said minimum.
claim 6
8. An engine having a plurality of operating speeds, one of said plurality of said operating speeds being a low speed and another of said plurality of said operating speeds being a high speed, an air induction system defining a flow of intake air therein and an exhaust system defining a flow of exhaust gas therein, said air induction system comprising:
a plurality of turbochargers each having a turbine section defining a turbine being driven by said flow of exhaust gas, a shaft being attached to said turbine and driving a compressor wheel, said compressor wheel compressing said flow of intake air and densifying said flow of intake air;
a plurality of directional control valves each having an outlet end, an inlet end being in fluid communication with said flow of intake air being compressed and densifyed by said compressor wheel, and at least one of said plurality of directional control valves having a second inlet end, said plurality of directional control valves being movable between an open position and a closed position, said flow of intake air entering said inlet end of a respective one of said plurality of directional control valves with said plurality of directional control valves being in said open position and said flow of intake air being prevented from entering said inlet end of a respective one of said plurality of directional control valves with said plurality of directional control valves being in said closed position;
a supercharger having an inlet end and an outlet end, said inlet end being in fluid communication with said flow of intake air, said flow of intake air being compressed and densifyed by said plurality of turbochargers prior to being communicated to said supercharger, and said supercharger further compressing and densifying said intake air prior to exiting said outlet end, said outlet end being in fluid communication with said second inlet end of said at least one of said plurality of directional control valves, with said plurality of directional control valves being in said closed position said intake air being in fluid communication with said outlet end of said plurality of directional control valves; and
a motor being drivingly connected to said supercharger, said motor having a variable rate of speed and said variable rate of speed varying a quantity of flow of said intake air from said supercharger to said engine.
9. The engine of wherein a controller determines said quantity of flow of said intake air from said supercharger.
claim 8
10. The engine of wherein a plurality of sensors send a signal to said controller.
claim 9
11. The engine of wherein said controller defines said variable rate of speed of said motor.
claim 10
12. The engine of wherein with said plurality of directional control valves being in said closed position said quantity of flow of said intake air from said supercharger being at a maximum.
claim 8
13. The engine of wherein with said plurality of directional control valves being in said open position said quantity of flow of said intake air from said supercharger being at a minimum.
claim 12
14. The engine of wherein with said plurality of directional control valves being intermediate said open position and said closed position said quantity of flow of said intake air from said supercharger being between said maximum and said minimum.
claim 13
15. The engine of wherein said flow of intake air being compressed and densifyed by said plurality of turbochargers being mixed prior to being communicated to said supercharger.
claim 8
16. A method of increasing a flow of intake air to an engine, said engine defining a plurality of speeds, one of said plurality of speeds being a low speed and another of said plurality of speeds being a high speed, said engine further including at least a turbocharger, said steps of increasing said flow of intake air to said engine comprising;
directing said flow of intake air to a turbocharger;
compressing and densifying said flow of intake air within said turbocharger;
monitoring said flow of intake air to said engine;
monitoring a quantity of fuel to said engine;
calculating a proportional relationship of said quantity of fuel to said flow of intake air;
directing said flow of intake air from said turbocharger to at least one of a directional control valve and a supercharger;
driving said supercharger with a motor;
compressing and densifying said flow of intake air further within said supercharger; and
directing said compressed and densifyed flow of intake air through said directional control valve prior to directing said increased flow of intake air to said engine.
17. The method of increasing said flow of intake air to said engine of wherein said step of directing said flow of intake air to a turbocharger includes a pair of turbochargers.
claim 16
18. The method of increasing said flow of intake air to said engine of wherein said step of directing said flow of intake air from said turbocharger to at least one of a directional control valve and a supercharger includes said directional control valve and a second directional control valve being positioned in a closed position and said flow of intake air being directed to said supercharger.
claim 17
19. The method of increasing said flow of intake air to said engine of wherein said step of directing said flow of intake air from said turbocharger to at least one of a directional control valve and a supercharger includes said flow of intake air after being compressed and densifyed by said supercharger passing through one of said directional control valve and said second directional control valve prior to entering said engine.
claim 18
20. The method of increasing said flow of intake air to said engine of wherein said step of driving said supercharger with a motor includes said motor having the capability of being driven at a variable rate of speed as compared to a rate of speed of said engine.
claim 16
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US09/767,628 US6321538B2 (en) | 1999-06-16 | 2001-01-23 | Method of increasing a flow rate of intake air to an engine |
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US09/767,628 US6321538B2 (en) | 1999-06-16 | 2001-01-23 | Method of increasing a flow rate of intake air to an engine |
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US09/334,342 Division US6205786B1 (en) | 1999-06-16 | 1999-06-16 | Engine having increased boost at low engine speeds |
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US09/767,628 Expired - Fee Related US6321538B2 (en) | 1999-06-16 | 2001-01-23 | Method of increasing a flow rate of intake air to an engine |
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US6029452A (en) * | 1995-11-15 | 2000-02-29 | Turbodyne Systems, Inc. | Charge air systems for four-cycle internal combustion engines |
US6062026A (en) * | 1997-05-30 | 2000-05-16 | Turbodyne Systems, Inc. | Turbocharging systems for internal combustion engines |
-
1999
- 1999-06-16 US US09/334,342 patent/US6205786B1/en not_active Expired - Fee Related
-
2001
- 2001-01-23 US US09/767,628 patent/US6321538B2/en not_active Expired - Fee Related
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1398470A1 (en) * | 2002-09-10 | 2004-03-17 | Volkswagen AG | Method for detection of reverse flow at a compression throttle valve of a multiple supercharged internal combustion engine |
US20130008161A1 (en) * | 2010-02-11 | 2013-01-10 | Andreas Flohr | Charged internal combustion engine |
US9200578B2 (en) * | 2010-02-11 | 2015-12-01 | Mtu Friedrichshafen Gmbh | Charged internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
US6205786B1 (en) | 2001-03-27 |
US6321538B2 (en) | 2001-11-27 |
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