U.S. patent application number 09/767628 was filed with the patent office on 2001-06-28 for engine having increased boost at low engine speeds.
Invention is credited to Hasler, Gregory S..
Application Number | 20010004834 09/767628 |
Document ID | / |
Family ID | 23306784 |
Filed Date | 2001-06-28 |
United States Patent
Application |
20010004834 |
Kind Code |
A1 |
Hasler, Gregory S. |
June 28, 2001 |
Engine having increased boost at low engine speeds
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.
Inventors: |
Hasler, Gregory S.; (Pekin,
IL) |
Correspondence
Address: |
CATERPILLAR INC.
100 N.E. ADAMS STREET
PATENT DEPT.
PEORIA
IL
616296490
|
Family ID: |
23306784 |
Appl. No.: |
09/767628 |
Filed: |
January 23, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09767628 |
Jan 23, 2001 |
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09334342 |
Jun 16, 1999 |
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6205786 |
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Current U.S.
Class: |
60/612 ;
123/564 |
Current CPC
Class: |
F02B 39/08 20130101;
F02B 37/16 20130101; Y02T 10/12 20130101; F02B 37/001 20130101;
F02B 37/04 20130101; F02D 41/0007 20130101; F02D 2200/0402
20130101; F02B 37/007 20130101; F02B 39/10 20130101; F01N 13/107
20130101; Y02T 10/144 20130101; F02B 37/013 20130101 |
Class at
Publication: |
60/612 ;
123/564 |
International
Class: |
F02B 033/00; F02B
033/44 |
Claims
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 claim 1 wherein a controller determines said
quantity of flow of said intake air from said supercharger.
3. The engine of claim 2 wherein a plurality of sensors send a
signal to said controller.
4. The engine of claim 3 wherein said controller defines said
variable rate of speed of said motor.
5. The engine of claim 1 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.
6. The engine of claim 5 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.
7. The engine of claim 6 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.
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 claim 8 wherein a controller determines said
quantity of flow of said intake air from said supercharger.
10. The engine of claim 9 wherein a plurality of sensors send a
signal to said controller.
11. The engine of claim 10 wherein said controller defines said
variable rate of speed of said motor.
12. The engine of claim 8 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.
13. The engine of claim 12 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.
14. The engine of claim 13 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.
15. The engine of claim 8 wherein said flow of intake air being
compressed and densifyed by said plurality of turbochargers being
mixed prior to being communicated to said supercharger.
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 claim 16 wherein said step of directing said flow of intake air
to a turbocharger includes a pair of turbochargers.
18. The method of increasing said flow of intake air to said engine
of claim 17 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.
19. The method of increasing said flow of intake air to said engine
of claim 18 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.
20. The method of increasing said flow of intake air to said engine
of claim 16 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.
Description
TECHNICAL FIELD
[0001] This invention relates generally to an engine and more
particularly to an engine having a turbocharger and a
supercharger.
BACKGROUND ART
[0002] 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.
[0003] 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.
[0004] 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.
[0005] The present invention is directed to overcoming one or more
of the problems as set forth above.
DISCLOSURE OF THE INVENTION
[0006] 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.
[0007] 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.
[0008] 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.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIG. 1 is a schematic view of an engine embodying the
present invention.
BEST MODE FOR CARRYING OUT THE INVENTION
[0010] Referring to FIG. 1, 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. And, 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.
[0011] 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. In this application, 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. In this application, the
aftercooler 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. The intake manifold 52 is attached to the engine 10
in a conventional manner and is operatively connected to the
plurality of bores 14.
[0012] 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. And, 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.
[0013] Interposed a portion of the second tube 50 between the
compressor section 42 and the directional control valve 60 is 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. As an alternative, 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. Additionally, as a further alternative, the
shaft 86 of the supercharger 80 can be driven mechanically such as
by a belt or gear.
[0014] 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.
[0015] 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 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. In this
embodiment, 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.
[0016] 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'. And, 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.
[0017] 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. In this application, 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.
[0018] 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.
[0019] Each of the first air induction system 30 and the second air
induction system 30' have a control system 110 connected thereto.
In one example, the control system 110 is mechanical. For example,
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.
[0020] In another embodiment the 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'.
Additionally, 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.
[0021] Industrial Applicability
[0022] 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 of bores
14. Intake air 32 is supplied to the engine 10. For example, 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. From
the compressor section 42, 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. Within 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.
[0023] 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 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 turbocharger 44 being used. For example, 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
turbocharger 44 is low or small resulting in a low quantity of
intake air 32. Thus, to increase the quantity of intake air 32
proportionally with the quantity of fuel the supercharger 80 is
activated.
[0024] For example, with the control system 110 being mechanical,
the spring mechanism 113 acts to bias the directional control
valves 60 into the closed position 64. As the flow of intake air 32
increases in pressure from the turbocharger 44, 44' 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. As 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.
[0025] For example, with the control system 110 including the
controller 114, 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. Depending on the signal, 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.
As the quantity of intake air 32 increases, 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.
[0026] When using the combination of the first air induction system
30 and the second air induction system 30', the operation is
slightly different. For example, with the engine 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 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. Thus, to increase the quantity of intake
air 32 proportionally with the quantity of fuel the supercharger 80
is activated. In this application, 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. 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. 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.
[0027] 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. For example, with the turbochargers 44, 44'
operating by exhaust gas 36 the energy therein is used to partially
compress and densify the intake air 32. Thus, 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. Furthermore, 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'.
[0028] Other aspects objects and advantages of this invention cam
be obtained from a study of the drawings, the disclosure and the
appended claims.
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