WO2011071529A1 - Appareil d'accélérateur turbo hydraulique - Google Patents

Appareil d'accélérateur turbo hydraulique Download PDF

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Publication number
WO2011071529A1
WO2011071529A1 PCT/US2010/003123 US2010003123W WO2011071529A1 WO 2011071529 A1 WO2011071529 A1 WO 2011071529A1 US 2010003123 W US2010003123 W US 2010003123W WO 2011071529 A1 WO2011071529 A1 WO 2011071529A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic
forced air
compressor
air induction
induction system
Prior art date
Application number
PCT/US2010/003123
Other languages
English (en)
Inventor
Jeffrey J Buschur
Richard S. Leemhuis
Donald G. Shiloff
Original Assignee
Hydracharge Llc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Hydracharge Llc filed Critical Hydracharge Llc
Priority to CN201080055627.7A priority Critical patent/CN102667096B/zh
Priority to BR112012013742A priority patent/BR112012013742A2/pt
Priority to US13/511,085 priority patent/US9080503B2/en
Publication of WO2011071529A1 publication Critical patent/WO2011071529A1/fr

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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
    • 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
    • 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
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
    • 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

  • Turbochargers also have some limitations as to the boost levels available at lower engine speeds due to limited exhaust gas velocity and efficient system design. Turbocharger technology is being enhanced to overcome these obstacles by means such as "starter/low end turbos" and variable vane/variable nozzle geometries. These smaller improvements however lead to additional restriction and thermal mass which exacerbate the aforementioned emissions issues.
  • Centrifugal compressors are well known in the industry as a source of compressed air for forced induction of air into an internal combustion engine. Their simplicity of construction and high efficiencies make them desirable as air pumps for these applications. Generally, they are powered by an exhaust gas turbine in a configuration very commonly known as turbochargers. Slow acceleration of these turbines known as “turbo lag” has always been an issue as turbine devices, although capable of large power output at very high speed, are low torque output devices on relative scale to positive as “turbo lag” has always been an issue as turbine devices although capable of large power output at very high speed are low torque output devices on relative scale to positive displacement devices such as gear, gerotor, vane or piston hydraulic motors.
  • U.S. Patent No. 5, 1 13,658 to R. Kobayashi describes a hydraulic assist turbocharger system operative to supply charge air to a combustion engine.
  • the system includes at least one turbocharger having a hydraulic assist turbine adapted to be driven by a pressurized hydraulic fluid to supplementally drive the turbocharger during selected engine operating conditions when supplemental charge air is required.
  • Hydraulic fluid flow is regulated by an electrohydraulic control valve responsive to control signals from a main controller, wherein the control signals and corresponding control valve operation may be independent of engine speed and load.
  • the hydraulic fluid is supplied to the hydraulic assist turbine via a dual segment nozzle, with selector valves coupling the fluid for passage through one or both nozzle segments in accordance with engine charge air requirements.
  • U.S. Patent No. 4,083, 188 to E. Kumm describes a system for supercharging a low compression Diesel engine.
  • the system includes connected turbine and compressor elements and a hydraulic system having a first motor/pump unit mechanically connected with the turbine and compressor elements and a second motor/pump unit mechanically connected, through an output transmission, to an engine.
  • the hydraulic system also includes a plurality of valves, an accumulator, a reservoir, and ducts connecting such elements and the motor/pump units.
  • the first motor/pump unit is of the variable volume type and is controlled by an actuator responsive to fluid pressures in the inlet and exhaust manifolds of the engine.
  • the second motor/pump unit is a fixed displacement device which may be driven by fluid pressure from the accumulator in the engine starting phase and by the engine to supply hydraulic pressure to recharge the accumulator and assist in controlling the operation of the supercharger.
  • the operation of the supercharger is also controlled in part by a valve mechanism responsive to fluid pressures generated by the motor/pump units during predetermined phases of engine operation..
  • U.S. Patent No. 3,389,554 to G. Wolf describes a supercharged internal combustion piston engine having at least one exhaust-driven turbo compressor for supplying combustion air to the engine.
  • the turbo compressor is provided with an auxiliary drive for supplying additional power thereto, the auxiliary drive comprising a hydraulic volumetric motor unit coupled directly to the turbo compressor, and a power driven pump unit connected by appropriate hydraulic conduits to the hydraulic motor unit and to a reservoir for hydraulic fluid.
  • the hydraulic conduit leading to the hydraulic motor unit is connected to a source of air by means of an air conduit.
  • the air conduit is provided with a normally closed pressure actuated valve whish is adapted to open when the pressure on the pressure-responsive actuating mechanism of the valve reaches a predetermined value.
  • U.S. Patent No. 3,869,866 to S. Timoney describes drives and controls for an exhaust gas turbocharger for an internal combustion engine in which the turbocharger is primarily driven by exhaust gases from the engine and includes an auxiliary hydraulic turbine which also has a driving connection to the turbocharger and which receives pressurized fluid from a fixed displacement pump to drive the turbine during certain operating conditions of the engine.
  • the pump is connected to a rotary output shaft of the engine by means of a clutch member which selectively connects and disconnects the pump in response to a preselected operating characteristic of the engine.
  • Such operating characteristic is selected from the group consisting of at least one of the engine speed, oil pressure, air manifold pressure, and fueling rate characteristics of the engine.
  • the clutch is disconnected after the engine reaches a predetermined operating speed, as measured by a sensing unit or tachometer responsive directly to engine shaft speed, by sensing the pressure at which the fluid is discharged from the pump and which corresponds to the preselected engine speed.
  • the clutch control is also responsive to one of the operating characteristics of the engine for automatically disengaging the clutch in response to load conditions below a selected predetermined minimum, for example when the engine fuel depend rate is below 80 percent of the demand rate for maximum torque at a particular speed.
  • U.S. Patent No. 3,927,530 to A. Braun describes a supercharged internal combustion engine having an exhaust-driven turbocharger for supplying combustion air to the engine and auxiliary power means for additionally applying a driving force to the compressor under occasional and otherwise normally deficient combustion air conditions, to provide the desired amount of combustion air for proper combustion.
  • the power means includes a hydraulic assist motor mechanically coupled with the turbocharger and a hydraulic pump connected by a fluid flow passageway with the motor and permanently coupled with a drive shaft of the engine.
  • the pump is connected through a selector valve to the oil in the reservoir of the engine's crankcase or to the vapor chamber above the oil level in the reservoir or to the atmosphere.
  • the selector valve may be manually controlled or automatically controlled by a sensor responsive to one or more of such engine conditions as manifold air pressure, engine speed, etc.
  • the valve may also have a bleed passageway therein that connects with the oil reservoir when the pump is pumping vapor or air to assure adequate lubrication of the pump and, if need be, the hydraulic motor.
  • U.S. Patent No. 7,490,594 B2 to E. Dyne et al. describes a device combining the features of a supercharger, a turbocharger and turbo- compounding into one system, utilizing a hydraulic or mechanical continuously variable transmission to drive the turbocharger up to a specific speed or intake manifold pressure and then holding the ideal speed to keep it at the right boost pressure for the engine condition.
  • the benefits of a supercharger, which is primarily good for high torque at low speed, and a turbocharger, which is usually only good for high horsepower at high speeds are merged. Once the exhaust energy begins to provide more work than it takes to drive the intake compressor, the device recovers that excess energy and uses it to add torque to the crankshaft. As a result, the device provides the benefits of low speed with high torque and the added value of high speed with higher horsepower or better fuel economy from a single system.
  • U.S. Patent 7,490,594 B2 teaches an elaborate mechanism in which a hydraulic motor is implemented either to provide or absorb power from a turbocharger shaft.
  • the fixed displacement hydraulic motor is coupled to a variable pump/motor of piston and swash plate design which in turn is coupled to the engine such that energy can be effectively transferred in either direction.
  • the mechanism permanently couples the turbocharger shaft to the hydraulic drive, it would represent a large power loss in the operational region after the turbocharger is accelerated but before there is adequate power available to effectively transfer back to the engine.
  • Further piston swash plate hydraulic devices are expensive devices and would limit the market appeal of such a system.
  • U.S. Patent 5,076,060 to Adeff teaches a control mechanism for a hydraulic assisted turbo which allows the driver to select a sport mode in which the hydraulics are activated. Upon subsequent mild use of the accelerator the hydraulics are de-activated after a period of time to reduce power consumption.
  • U.S. Patent 4,729,225 to Bucher teaches a turbocharger energy recovery system in which a variable motor/pump coupled to the turbocharger shaft is utilized to either accelerate the turbocharger shaft through means of hydraulic flow generated by a pump powered in turn by an electric motor. Or, recover energy from the turbocharger shaft and turn a fixed displacement motor to drive auxiliary loads.
  • U.S. Patent 4,083, 188 to Kumm teaches a turbocharger coupled to a hydraulic motor/pump in fluid communication with a pump geared to the engine to maintain desired pressure differentials between engine intake and exhaust manifolds. An accumulator is employed to allow pressurized fluid to turn the pump coupled to the engine thus defining an alternate engine starting device.
  • a further object of the invention is to define a means by which meaningful pumping action "boost" can be achieved at lower ranges of engine speed where the operating speeds of the turbine driven compressor alone are not adequate to develop significant pressure differential to increase engine air induction.
  • FIG. l is an overall view of the circuit and turbo mechanism at vehicle level
  • FIG. 2 is a more detailed view of the motor, gearbox and turbo interface
  • FIG. 3 a graph of test data indicating acceleration characteristics of the invention
  • FIG. 4a is an embodiment utilizing the gear enclosure as a reservoir
  • FIG. 4b illustrates working design tested in vehicle
  • FIG. 4c defines a workable seal to isolate the hydraulic system from the air intake system
  • FIG. 5a is a diagram of a pump modification used in the system
  • FIG. 5b is a view of the boost nozzle from the pump in figure
  • FIG. 5c is alternate pump configuration
  • FIG. 6a indicates response time of system on a vehicle
  • FIG. 6b depicts the improvement in response time with pre- throttle actuation.
  • the present invention is identified by the applicant as a
  • HydraChargerTM or forced air induction system which re-deploys existing automotive radiator fan drive technology.
  • the forced air induction system is cost effective and easily adaptable for a wide range of vehicle applications.
  • the system is electronically controlled, hydraulically powered and remotely mounted for easy packaging. independence from the vehicle engine and exhaust reduces vehicle level costs and avoids adverse emissions issues.
  • the present invention provides supercharger response on electronic command.
  • the forced air induction system's variable positive displacement hydraulic drive delivers full torque virtually instantaneously upon command from an associated electronic control module (ECM).
  • ECM electronice control module
  • the engine returns to naturally aspirated mode through the unpowered compressor wheel.
  • the present invention can be implemented with a stand alone power source on a vehicle accessory drive.
  • integration to a traditional hydraulic steering system, as on automotive fan drives, is more cost effective and may be a better overall alternative to an electric power steering and turbo combination.
  • FIG. 1 a functional schematic of a supercharger drive/accelerator circuit 10 embodying the present invention is illustrated.
  • the supercharger drive/accelerator circuit 10 is substantially integrated within a motor and manifold hydraulic assembly 12.
  • the motor and manifold hydraulic assembly 12 receives PWM input control signals from an electronic control module (ECM) 14 via an input line 16 feeding a bypass valve 18 for speed control of a compressor within the motor and manifold hydraulic assembly 12.
  • ECM 14 is typically part of the controller of a host vehicle (not illustrated) or, can be a dedicated portion of the supercharger drive/accelerator circuit 10.
  • the ECM 14 has numerous power and control signal feeds, including a feed line 20 from a host vehicle throttle (pedal) position sensor 22, a feed line 24 from a host vehicle brake condition sensor 26, and a feed line 28 from a host vehicle clutch condition sensor 30.
  • the PWM input signal(s) include information relating to vehicle operator
  • the bypass valve 18 receives pressurized hydraulic fluid via a conduit 32 from a system feed pump 34.
  • the bypass valve 18 has a first output port feeding hydraulic fluid to a steering flow and pressure control circuit 36 through a conduit 38.
  • the steering flow and pressure control circuit 36 has a first hydraulic fluid outlet interconnected with an inlet port of the pump 34 through a conduit 41 .
  • the steering flow and pressure control circuit 36 has a second hydraulic fluid outlet interconnected with an inlet port of a hydraulic power steering valve 40 of the host vehicle through a conduit 42.
  • the steering valve 40 has an outlet port interconnected with an inlet port of an oil cooler 44 through a conduit 46.
  • the oil cooler 44 has an outlet port interconnected with a reservoir 48 through a conduit 50.
  • the reservoir 48 is in assembly with the pump 34 to act as an accumulator/buffer and to return hydraulic fluid to the pump 34.
  • the bypass valve 18 has a second output port feeding hydraulic fluid in parallel to the inlet port of a first or primary hydraulic motor 52 through a conduit 54, and to the inlet port of a secondary hydraulic motor 56 through a series interconnected first conduit 58, a second motor control circuit 60, and a second conduit 62.
  • the outlet ports of both hydraulic motors 52 and 56 are commonly fed to the inlet port of the steering flow and pressure control circuit 36 through a conduit 64.
  • the hydraulic motors can be of a number of types such a positive, variable or defined displacement type.
  • the circuit 10 employs common components to define a power steering hydraulic control circuit and a forced air induction system hydraulic control circuit for a common host vehicle.
  • the hydraulic motors 52 and 56 have a common or unitary output drive shaft 66 providing a driven input to a speed step-up or speed increaser mechanism 68 which, in turn, has an output drive shaft 69 which drives the rotating assembly 70 of a turbocharger 72.
  • the rotating assembly 70 comprises a turbine wheel 74 and a compressor wheel 76 connected on opposite ends of a common turbocharger shaft 78.
  • the shaft 78 is rotatably supported by a pair of journal bearings and an associated thrust bearing unit within a center housing.
  • the turbine and compressor wheels 76 and 74 are positioned respectively within turbine and compressor housings which are mounted onto a center housing 84 in a conventional manner.
  • the turbine housing 80 includes an engine exhaust gas inlet port 86 and an engine exhaust gas outlet port 88.
  • the compressor housing 82 includes an engine air inlet port 90 and an engine air outlet port 92. Ports 86, 88, 90 and 92 are in fluid communication with the exhaust and air induction system of a host vehicle internal combustion engine in a known manner.
  • the speed step-up mechanism 68 includes a closed housing 96 forming a substantially sealed cavity 98 containing a speed increasing gear set 99 (preferably of the helical type) including an input gear 100 mounted and carried for rotation on the cantilevered end of the output drive shaft 66.
  • the input gear is in rolling engagement with a first idler gear 102 which is disposed for co-rotation with a second idler gear 104 on a common idler shaft 106.
  • the second idler gear 104 is in rolling engagement with an output gear 108 mounted and carried for rotation on the cantilevered end of the output drive shaft 69.
  • the opposed ends of the idler shaft 106 are supported by inner surface features of the housing 96 by roller bearings 1 10.
  • output drive shaft 69 is supported by inner surface features of the housing 96 by high speed roller bearings 1 12 and a seal 1 14.
  • the illustrated gear set 99 is intended to merely illustrate the functional concept of the speed step-up mechanism 68.
  • additional gear pairs can be added to gear set 99 to establish a desired step-up ratio, i.e. the number of rotations of output shaft 69 for each rotation of output drive shaft 66.
  • the speed step-up mechanism 68 multiplies the controlled variable rotational rate (relatively slow) of the output drive shaft 66 affected by the two hydraulic motors 52 and 56 by a fixed ratio to a relatively high rate (turbine speed) of the output drive shaft 69.
  • the output drive shaft 69 of the speed step-up mechanism 68 is disposed coaxially with the common turbine shaft 78 and is releasably coupled thereto by an escapement mechanism 1 16 such as an over-driving slip clutch.
  • the escapement mechanism 1 16 comprises a coupling carried for rotation with the output drive shaft 69 defining an engagement surface juxtaposed with the adjacent outer surface of the turbocharger shaft 78.
  • the hydraulic assembly 12 serves to "boost" to rotational speed of the turbocharger rotating assembly 70 at the low end of the engine speed range.
  • FIG. 1 The embodiment of Figure 1 includes:
  • a modified power steering pump which may not include any valve functions or would have typical type construction flow control valve set in the range of 18-22 gpm, would be the fluid source.
  • the pump relief valve if any, would be set in the range of 1900-2500 psi.
  • Typical power steering flow and relief settings are on the order of 2-4 gpm and 1 100-1600 psi respectively.
  • a flow control device limits output with the excess being returned back to the inlet of the pump.
  • the flow settings which are many times normal, would not dictate a proportional increase in the pump's displacement but rather a reduction in bypass flow to the pump inlet. Oil would flow through to the motor and manifold hydraulic assembly.
  • the dual displacement motor and parallel bypass circuit arrangement in combination with the control strategy also provides an advantage for load acceleration. Until the speed of the output shaft is beyond that which can be supported by the pump flow, both motors can provide torque even if the final steady state speed results in all pump flow turning the smaller motor.
  • FIG. 3 illustrates the aforementioned characteristics.
  • the graph indicates the compressor drive response at 1780 rpm and 3015 rpm engine speeds.
  • the rise rate at the 3015 rpm condition is very responsive and is indicative of response when pump flow is adequate to employ both motors in steady state condition.
  • the rise rate at the 1780 rpm test condition is initially similar, although slightly lower than the higher flow case, and indicates the torque contribution from both motors.
  • the final speed is some 85% of the 3015 engine rpm case as opposed to the 59% expected strictly from engine speed ratios. Variance from ideal can be attributed to efficiency differences in the hardware between primary and auxiliary motors used at the time of testing.
  • the ideal hydraulic centrifugal supercharger drive would be comprised of an infinitely variable pump and or motor.
  • the acceleration advantage, described for the dual displacement drive could now be a continuously variable mechanism which started with a large motor displacement for maximum torque and reduced motor displacement to increase speed.
  • the compressor drive is idle, such as at steady state road conditions, it would be advantageous to have the pump displacement decline in size to reduce parasitic pump loads.
  • a housing comprising a gearbox cavity would adjoin the motor to the compressor housing.
  • a precision-piloted interface would be employed to align the output shaft and clutch housing to an extension of the turbo shaft on the compressor end.
  • Torque produced by the motors is stepped up in two stages each of approximately 1 :4.5. Limitations of packaging and contact ratio of smaller gear make it likely that two stages will be required.
  • Preferably helical gears would be employed to reduce noise.
  • a seal would be employed which would increase seal to shaft pressure upon vacuum in the compressor intake or pressurization of the gearbox cavity.
  • An over riding slip clutch would couple the output shaft/clutch housing to the compressor shaft extension.
  • the slip clutch would transfer torque from the motor to the compressor shaft but would allow override or slip as the turbine spins the compressor wheel faster than the speed provided by the hydraulic motor.
  • the control algorithm in the engine controller would restrict the bypass in the hydraulic circuit forcing rapid acceleration of the motor and turbocharger shaft.
  • the turbine speed exceeds that of the motor output shaft the hydraulics would be deactivated by subsequent command from the engine controller to the hydraulic circuit bypass valve.
  • the turbine section of the compressor may be removed and the system could operate only on hydraulic power. In this manner the expense of the turbine and associated exhaust modifications could be removed.
  • the devices as described herein could eliminate the need for sequential turbocharger apparatus and very likely the need for expensive variable vane and variable geometry turbines.
  • the speed step-up mechanism 68 of Figure 2 is modified as speed step-up mechanism 68' to increase the overall size of the closed housing 96' to expand the volume of the cavity 98' and thereby provide volume to maintain a reservoir 1 18 of hydraulic fluid therein beneath the gear set 99' .
  • Returning hydraulic fluid enters the reservoir 1 18 via an inlet port 120 located above the gear set 99' and from the hydraulic motor 52' about the output drive shaft 66' thereof..
  • hydraulic oil entering the cavity 98' will disperse into droplets 122 fully enveloping the gear set 99' and
  • An outlet port 124 enables drawing hydraulic fluid from the reservoir 1 18 for circulation within hydraulic assembly 12. Make-up hydraulic fluid can be added (or removed from) reservoir 1 18 via a fill opening 123 sealingly closed by a removable cap 125.
  • FIG. 4A there is shown a means by which the step up mechanism enclosure or gearbox could be employed to serve as the hydraulic system reservoir. This would facilitate not only elimination of the existing reservoir but allow for flow lubrication of the gear mesh points without windage loss of submerging the gears. It also could allow for the elimination of the hydraulic motor assembly shaft seal by allowing the bearing leakage flow to move directly into the reservoir. Further it can be understood that the return flow from the steering system could be routed through the turbocharger bearing housing if avoidance of typical use of engine oil as bearing lube is desired.
  • Figure 4B is an overview of engineering drawings used in the test vehicle where a 2 stage step gear mechanism 126 is housed within an enclosure 128 comprising the system reservoir 130.
  • a hydraulic drive motor 132 provides an input drive to a gear set 134 disposed within a cavity 136 defined by enclosure 128.
  • a stepped output drive shaft 136 supported by high speed roller bearings 138 carried by features of the enclosure 128, and extends outwardly there from into a pumping chamber 140 formed by a housing 142 of a centrifugal compressor 144.
  • a compressor wheel 146 is carried for rotation with the output drive shaft 136 and, in operation, draws air in through an inlet port 148, compresses it, and discharges the compressed air through an outlet port 150.
  • a seal assembly 152 disposed concentrically with the output drive shaft 136 includes a base member 153 formed by two axially spaced parallel flanges 154 and 156 integrally interconnected by a neck region 158.
  • Flange 154 forms a portion of the enclosure assembly 128 and provides a robust mount for the gear set bearings 138.
  • Flange 156 forms a portion of the centrifugal compressor housing 144 and defines apportion of the pumping chamber 140.
  • a stepped through-bore 160 extends axially through base member 153 providing a passageway interconnecting the cavity 135 of enclosure 128 and the pumping chamber 140 of the compressor housing 142.
  • a vent passage 162 formed approximately midway in the neck region 158 extend radially outwardly from the through-bore 160 to the outer circumferential surface 164 of the neck region 1 8. This provides an atmospheric vent from the axial mid point of the through- bore 160.
  • a chambered, compound seal 166 is fit within the through-bore 160 concentric with the output drive shaft 136.
  • the compound seal 166 includes a first seal portion 168 disposed intermediate the portion of the through-bore 160 opening within hydraulic cavity 135 and the atmospheric vent 162, and a second seal portion 170 disposed intermediate the portion of the through-bore 160 opening within the compressor pumping chamber 140 and the atmospheric vent 162.
  • the seal portions 168 and 170 are axially spaced by a necked region 172 of the compound seal 166 which axially registers with the atmospheric vent 162.
  • a plurality of bearing vent holes 173 are circumferentially arranged about the necked region 172.
  • the first seal portion 168 is formed by inner and outer flange portions 174 and 176, respectively, axially spaced by a necked region 178.
  • the second seal portion 170 is formed by inner and outer flange portions 182 and 184, respectively, axially spaced by a necked region 186.
  • the compound seal 166 is fixedly positioned within the through-bore 160 by being pressed axially (leftwardly as illustrated) into abutment with at least one rightwardly-facing step 180 of through-bore 160.
  • a bronze seal which has a very tight diametral clearance on order of 0.015mm with the high speed compressor shaft as opposed to a larger clearance between the bearing and housing on order of 0.200 mm.
  • At the interface to the bearing/compressor housing there are two polymeric seals to allow for a slight movement of the seal within the housing to better accommodate alignment with the shaft while still maintaining an oil/air tight seal at the periphery.
  • In the middle of the bronze bearing are several vent holes which connect the shaft bore to the cavity between the two seals. A vent hole is provided from this cavity through the housing to atmosphere.
  • a hydraulic pump flow regulation system 187 is illustrated.
  • a hydraulic pump 188 discharged hydraulic fluid into a flow directing chamber or passageway 190 defining an outlet.192.
  • Returning hydraulic fluid is fed to the pump 188 from two sources, a reservoir return line 194 feeding into an inlet mixing manifold 196 through an open port 198, and a system return flow line 200 feeding hydraulic fluid into a flow regulating chamber 202 feeding the inlet mixing manifold 196 through a flow restricting orifice or boost nozzle 204.
  • Orifice 204 can be sized and shaped as illustrated in Figure 5B to restrict flow rate and provide a venturi effect.
  • FIG. 5C an alternative hydraulic fluid pump flow regulation system 206 configured from a modified automotive power steering pump is illustrated.
  • a hydraulic pump 208 discharges hydraulic fluid into a flow directing chamber or passageway 210 defining an outlet.212.
  • Returning hydraulic fluid is fed to the pump 208 from two sources, a reservoir return line 214 feeding into an inlet mixing manifold 216 through an open port 218, and a system return flow line 220 feeding hydraulic fluid into a flow regulating chamber 222 feeding the inlet mixing manifold 216 through a flow restricting orifice or boost nozzle 224.
  • Orifice 224 can be sized and shaped to restrict flow rate and provide a venturi effect.
  • Flow regulating chamber 222 extends (leftwardly) beyond the orifice 224 to define a blind end portion 226.
  • Blind end portion 226 contains a regulating piston 228 slidably disposed therein.
  • a compression spring 230 simultaneously bears in one direction against an end wall 232 of the chamber 222 and in an opposite direction against the right-facing end wall 234 of the piston 228. The pressure of the hydraulic fluid within the chamber 222 will actively offset the effect of the compression spring 230.
  • the piston 228 is dimensioned to partially overlay the orifice 224 creating a variable geometry orifice as a function of instantaneous hydraulic fluid pressure in the chamber 222.
  • Hydraulic flow for the supercharger drive is provided by the hydraulic pump as shown in Figures 5A-C.
  • a vane pump is the preferred embodiment due to its inherent low noise, good efficiency, low cost, and relatively small package size.
  • the pump is belt driven off the engine's accessory drive and must operate at speeds of approximately 900 to 9000 RPM.
  • a vane pump of the flow capacity required for this application will typically cavitate at rotational speeds such as these.
  • To avoid this problem it is the preferred embodiment of this invention to direct the flow into the pump as shown in figure 5A. Note that oil is directed into the pump from two sources. Flow from the reservoir is typically about 2 GPM. This is the flow from the steering rack that passed through the cooler and reservoir. The remaining flow needed by the pump enters through the system return line. This is the flow that was used by the supercharger motor but did not go through the steering rack.
  • this flow is directed into the pump through a new port added to the pump.
  • This flow passes through a spool that can be axially positioned by rotation of the inlet fitting. This movement adjusts the size (area) of the boost nozzle thereby generating a high velocity jet of oil directed into the inlet of the rotating rotor/vanes.
  • the high velocity jet boosts the inlet pressure of the pump and prevents cavitation at all operating speeds.
  • Figure 5B shows a more detailed view of the boost nozzle. It was found through numerous tests that best results were obtained by a "cross" shaped orifice. This design created the highest boost pressure with the least back pressure and allowed the pump to operate at speeds of over 9000 RPM without cavitating.
  • the hydraulic supercharger drive response time can be reduced by providing a signal from the brake or clutch pedal to activate the system in anticipation of throttle actuation. It is an extremely important aspect of a vehicular forced air induction system to provide immediate boost upon throttle command however, given that the hydraulic supercharger drive consumes energy it is advantageous to remain in quiescent mode whenever possible. Accordingly after remaining in quiescent mode during a period of engine idle, the system could gain a highly critical 300- 500ms head start by activating the hydraulic valves upon signal obtained by release of the clutch or brake pedal rather than awaiting a throttle command.
  • the response is some 195 ms shorter when the system has been activated in advance of the throttle command. This function might well be one of the parameters activated when the driver switches the vehicle from fuel economy to performance mode.

Abstract

La commande hydraulique selon la présente invention permet d'augmenter la vitesse d'accélération d'un ensemble roue/arbre de turbine de turbocompresseur et de fournir un moyen secondaire d'entraînement de roue de compresseur à des régimes moteur inférieurs auxquels les gaz d'échappement seuls ne génèrent pas des vitesses d'arbre adéquates pour créer une suralimentation d'induction significative. Le circuit hydraulique inclut un moteur volumétrique double, qui fournit un couple élevé pour l'accélération tout en devenant un moteur simple pour le fonctionnement à grande vitesse. Lorsque la fonction de turbine entraînée par les gaz d'échappement permet d'obtenir des vitesses de compresseur, au-delà desquelles le système hydraulique peut participer, un limiteur de couple à friction permet de dégager la commande hydraulique. Le circuit hydraulique est intégré dans le circuit de servodirection afin de conserver l'énergie et les composants de support tels que les conduites et le réservoir. Selon un mode de réalisation différent, il n'y a pas de turbocompresseur et la commande hydraulique fournit un moyen d'air d'induction forcé seul.
PCT/US2010/003123 2009-12-08 2010-12-08 Appareil d'accélérateur turbo hydraulique WO2011071529A1 (fr)

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CN201080055627.7A CN102667096B (zh) 2009-12-08 2010-12-08 液压涡轮加速器装置
BR112012013742A BR112012013742A2 (pt) 2009-12-08 2010-12-08 aparelho acelerador de turbo hidráulico
US13/511,085 US9080503B2 (en) 2009-12-08 2010-12-08 Hydraulic turbo accelerator apparatus

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US28369709P 2009-12-08 2009-12-08
US61/283,697 2009-12-08

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US20120266595A1 (en) 2012-10-25
BR112012013742A2 (pt) 2018-04-03

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