METHOD AND APPARATUS FOR OVERCOMING TURBO LAG

Abstract: A method and apparatus for improving the efficiency of turbine assisted internal combustion engine (E) wherein the turbine (D) is operated by an electric motor (30) at a speed somewhat less than its operating speed as a turbine until such time as the turbine is activated as a turbine and in which a separate electric motor means is provided to maintain the rotation of the turbine when it is not actively operating as a turbine and in which the electric motor is coupled to the turbine by one way drive means (60) which only drive the turbine at times when it is rotating at less than full speed under turbine operation.

Description: METHOD AND APPARATUS FOR OVERCOMING TURBO LAG FIELD AND BACKGROUND OF THE INVENTION This invention is in the general field of turbine assisted power for automotive vehicles or the like wherein the vehicle's normal power (such as an internal combustion engine or the like) is augmented by a turbine assist under certain power requirements; the invention is even more particularly directed to a turbine assisted power system wherein the turbine assist is called upon by the conditions of operation of the normal power system (such as an internal combustion engine or the like) ; and it is even more particularly directed to a method and apparatus for giving speed of rotation to the turbine shaft prior to the turbine coming into full operation while at the same time not interfering with the flow of incoming filtered air to the turbine. There is no prior art known to me wherein an automotive vehicle or the like, having a customary power supply such as an internal combustion engine or the like, -with a turbine assisted power system is augmented by a means to supply initial rotation to the turbine when its power is to be required so as to eliminate time, or reduce time, during which the turbine is being brought up to speed, rotationally, for full effect and best operation other than one design that attempts to use an electrical starter motor to boost the turbine initially. SUMMARY OF THE INVENTION According to one aspect of the invention, there is provided a method of allowing full turbine power in a turbine power assisted engine which comprises: rotating a turbine by means of an independent power source during operation of the turbo assisted engine and prior to the requirement for turbo assist; when turbo assist is required allowing the turbine to operate as a turbine at full speed without either disconnecting the independent power source or increasing the speed of the power source to match the speed of the turbine; upon the need for the turbo assist being no longer present, allowing the independent power source to continue to rotate the turbine independent of turbine power. According to another aspect of the invention, there is provided an apparatus for independently imparting motion to a turbo engine which is not running as a turbo engine including in cooperative combination with a turbine shaft, means to drive the shaft by an electric motor; means to allow the shaft to operate at a higher speed when acting as a turbine and the electric motor by use of one way bearings; and means to continue the rotation of the turbine by the electric motor when the turbine ceases acting as a turbine. There is increasing use throughout the world of a turbine power system to assist internal combustion engines, diesels, and similar customary power plants in automotive vehicles and the like by turbine power under certain load conditions or the like requiring additional power for certain situations such as climbing in mountain areas, quick acceleration in entering freeways, and the like. These turbine assisted vehicles work extremely well and provide for increased safety as well as increased satisfaction of performance, as well as for the purpose of reducing the strain on certain conventional engines under adverse conditions. A common problem, however, is that there is a so called "turbo lag" which is a short period of time after the turbo power is first sensed as being required until it reaches its full power capacity. This turbo lag is caused by inertia and the necessity for the turbine to be brought up to full revolution. The lag is small amounting to a few seconds, but during these few seconds there can be a difference in the performance particularly in entering a busy freeway or the like. Thus, safety is also somewhat involved. The turbine may be mechanically activated by an electric motor or the like and brought up to operational speed prior to the full buildup of pressure under which the turbine is operating. In its most preferred form, the method may compose bringing the turbine up to proper operational speed, prior to the full pressure buildup and operation of the turbine as an assist to the basic power supply of the vehicle, by an electric motor of sufficient torque and speed such that by activation manually, or by automatic activation when turbo power is to be required, the electric motor will impart full speed or near full speed to the turbine before the pressure buildup of the turbine. Preferably, an electric motor is inserted between the turbine apparatus of the turbo-charger and the conduit bringing in air from the filter of the engine and by attaching the shaft of such a motor to the shaft of the turbine in a unique manner. The invention preferably provides a method and apparatus to be used with turbine assisted power to supply initial shaft rotation to the turbine. Conveniently, the method and apparatus may operate from an electric motor powered by the electrical supply of the turbo assisted vehicle, or the like. Further, the invention may provide a support structure of such an electric motor to place it in position to impart turbine assisted power to the turbine. Preferably, this invention provides such a method and apparatus for imparting a drive from an electric motor to the turbine of a turbo assisted vehicle with coupling attachments between the two. Further, the invention may provide a magnetic clutch connection between the drive shafts of the electric motor and the shaft of the turbine. BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 is a fragmentary side view of a vehicle on a reduced scale to show the subject of the invention as it is located relative an engine; FIGURE 2 is a simplified, partly broken away, fragmentary view of a typical turbo-charger unit incorporating the apparatus of this invention; FIGURE 3 is an exploded view of a first embodiment of the turbo-lag control apparatus of this invention; FIGURE 4 is an enlarged fragmentary side elevation of the turbo-lag control apparatus of Figure 3, with certain parts in elevation, showing an air intake conduit in phantom lines with sectioned portions as seen along line 4-4 of Figure 5; FIGURE 5 is an elevational view of the turbo-lag control apparatus as seen from the right side of Figure 4; FIGURE 5A is a fragmentary view similar to Figure 5 but showing an alternate method of fabrication; FIGURE 6 is an end view similar to Figure 5, showing a first alternate embodiment of the invention; FIGURE 7 is a fragmentary section, with parts shown in elevation, and taken along line 7-7 of Figure 6; FIGURE 7A is a fragmentary side elevation of an alternate modification of a portion of Figure 7; FIGURE 8 is an exploded view of the components of the device of Figure 7; FIGURE 9 is a fragmentary, section, partly in elevation, view of a magnetic clutch employed in an alternate manner of controlling the apparatus of Figures 4 and 7; and FIGURE 10 is an electrical diagram of the control circuit of the invention. DESCRIPTION OF A PREFERRED EMBODIMENT The simplified fragmentary view as seen in Figure 1 illustrates a vehicle A, with a conventional turbocharger B, or the like, in the engine compartment. The turbocharger typically includes an air compression section C which draws air from an air filter and then moves it to the engine E. An exhaust compressor section D which moves exhaust gases from the engine to the exhaust conduit is included. The apparatus of the invention is generally indicated by the reference numeral 10 and includes a cylindrical housing 12. This housing comprises an enlarged portion 14 and a reduced portion 16. The enlarged and reduced portions are provided with interior diameters 18 and 20, respectively. A plurality of set screws, or the like, shown at 22, secure the housing 12 onto an extension of the compressor portion C. The apparatus 10 is shown inserted between the compressor and the air filter. The turbine portion of the air compressor of the turbocharger is shown at 28. The drive shaft is in line with the drive shaft of a motor 30 located within the housing 12 of the apparatus 10. The support of the motor in its proper 8 position is accomplished by the aid of a spider assembly 36. As shown in the perspective view of Figure 3 the spider 36 is formed with an annular ring portion 38 having outwardly extending spacer and support legs 40, 42 and 44. The outermost surfaces of these legs fit within the inside diameter 18 of the larger portion 14 of housing 12. The motor 30, with its electrical leads 34 is fitted into the inside diameter of the circular opening formed by ring portion 30 of the spider assembly. In order to secure the spider properly in position and to keep the motor in place, threaded holes 46 are provided in the leg 40 into which elongated set screws 48 are screwed until they come into contact with the motor housing. These same set screws are threaded through corresponding threaded holes 50 provided in the enlarged end 14 of the housing 12. The fragmentary section of Figure 5A illustrates that if it is desired not to use the set screws to secure the spider to the housing 12, then weldments 52 can accomplish the job. In this case the motor would be secured by means of set screws 39 passing through the ring 38 through threaded holes. In order to allow the shaft 32 of the electric motor 30 o impart its drive to the shaft of the turbine 28 of the turbocharger unit I have provided a coupling device 5 . By means of set screw 56 within threaded hole 58 of coupler 54, the motor shaft 32 imparts rotary motion to a stub shaft 62 through a pair of single direction bearings 60. The stub shaft is shown with a threaded enlarged end 64, engaging threads in a threaded portion of an adapter nut member 66. The same nut member is threaded onto the existing threaded end 70 which is on the turbine shaft of the turbo¬ charger. If the speed of the turbine exceeds the rpm of the motor ' 30, it can be seen that the single direction bearings 60 would allow relative motion between the stub shaft and the motor shaft without forcing the turbine or the motor to be exposed to adverse stresses. The conduits for handling incoming and outgoing air and exhaust gases are shown in Figure 2 as 72, 74, 76 and 78, respectively. While these are shown very simply, it is to be understood that to those familiar in the art, that there may be various methods of conduits, and the like. In the alternate embodiment shown in Figures 6 and 8, it can be seen that in certain cases an apparatus 110 is built with a combined housing 12 of two sections. An enlarged 10 section is shown at 114 and a reduced section at 116. Flanges 115 and 117 are provided for the two halves. Inside diameters 118 and 120 vary to bring forth a reduction to fit the type of turbocharger shown. Openings 119 and 121 are provided in the flanges in order to accommodate fasteners 123. The reduced neck portion of the section 116 is shown at 122 and is secured to the extended portion 124 of the turbine by means of clamps, or the like (not shown) . The motor 130, in this design, is retained in proper alignment to that its shaft 132 can be in line with the turbine shaft, by means of a container 136. The motor is fitted through an opening 139 in the container wall and within the inside diameter 141 of the container. Wiring 134 passes through the cylindrical wall of 135, which is shell 138. To support the container 136 properly within the enlarged end 114, a pair of spacer legs 140 and 142 are formed integrally with the container. The outermost portions of these legs fit into alignment slots 152 and 153 formed in the inside diameter 118 of 114. By means of screws 148 passing through openings 150 in 114 and into threaded holes 146 formed in the legs 140 and 142. In this particular design, a retainer plate 155 is shown 11 to further retain the motor 130 from movement. A central opening 155 allows the rear portion of the motor to pass through and to allow the plate to be secured both in the container 136 and into the rear of the motor housing at 130a. Tabs 155b with openings 155c, screws 115d; penings 155e with screws 155f, accomplish this connection. The coupler, in this embodiment, is shown at 154 with its set screw 156 and threaded hole 158, connected to shaft 132 of the motor. One way bearings are shown connecting the drive into stub shaft 162. These bearings 160 impart the drive to shaft 162b and then to enlarged end 162a of the stub shaft 162. Threaded opening 170 in this enlarged end is then threaded onto existing threaded shaft end 171 of the turbine. As an alternative to the coupler stub shaft, the manufacturer can simply make the shaft project farther at 180 (See Figure 7A) and eliminate the stub shaft 162 shown in Figure 7. The retaining nut 171 simply is screwed onto the threaded portion 170 of this new shaft design. In certain instances, when desired, a drive connection can be established between the motor of the added apparatus and the turbine shaft by means of a magnetic clutch design shown as an alternative embodiment in Figure 9. 12 The magnetic clutch, shown generally at 300 is mounted onto motor 330 having a drive shaft 332. A fixed clutch plate 342 is secured by set screw 338 in extension 336 through threaded opening 340, to shaft 332 located in opening 344. A coil 334, when activated, allows spindle plate 352 of spindle 350 to rotate on its one way bearings 354 and thus imparts motion to shaft 348 of turbine 324. In operation, the turbo-assist method and apparatus basically allows in flowing air from the air filter of the engine to pass unhindered into the turbine area of the turbo¬ charger unit. The spider constructions support the electric motor firmly in line with the shaft of the turbine guaranteeing a smooth transition of the boosting power. The one-way bearings allow the shaft of the electric motor to be released from being in constant drive condition when the speed of the turbine shaft exceeds the speed of the electric motor. In some instances, the design for disconnecting the drive between the electric motor and the turbine is easily accomplished by the electrically operated magnetic clutch shown and described in Figure 9. The circuit of Figure 10, shown by the reference numeral 400, is, of course, only one method of providing wiring and circuitry for controlling the operation of the electric motor of this invention. When it is desired, the manufacturer of the turbine of the turbo-assisted engine can form the shaft of the turbine with an extension, as shown in Figure 7A of the drawings. This would eliminate the need for the adapter stub shaft of the embodiments of Figures 4 and 7. The embodiments that have been shown and described, in which one-way bearings are used, are generally for vehicles being used in racing competition where the electric motor would be operating at all times and would be called upon several times during such a race. However, in times when the turbo-charger would be only used on occasion, it would be desirable to disconnect the drive shaft of the electric motor entirely. Selecting this mode, the magnetic clutch embodiment would be more desirable to be used in the vehicle. Recently, it has been found that major automobile manufacturers have been going into the development of the two stroke engines. These engines have lower combustion temperatures and because of this substantially reduce the oxides of nitrogen produced. In such engines, due to the fact that every stroke is a power stroke, the intake charge needs to be pressurized. This is accomplished by channeling the intake charge into the crankcase so that the piston on its downstroke pressurizes the air-fuel mixture and then feeds it into the cylinder. This procedure causes the oil in the crankcase to mix with the air, or conversely the fuel-air mixture, in order to lubricate the bearings in the crankcase. The presence of oil in the combustion process causes smoke and undesirable pollution. Therefore, pressurizing the air without channeling it through the crankcase would be desirable. This pressurization can be achieved by supercharging the engine by means of an air pump which is run by being coupled to the engine. Superchargers are usually very expensive and also use engine power to operate. The electric motor trubo assist can solve this problem by generating sufficient turbo boost to start the engine until such time that sufficient exhaust gases are generated to run the turbo. Thus it can be seen that such a device as this invention would economically and efficiently provide the necessary items for such engines. While the embodiments of this invention shown and described are fully capable of achieving the objects and advantages desired, it is to be understood that such embodiments are for the purposes of illustration only and not for purposes of limitation.

Claims: CLAIMS 1. A method of allowing full turbine power in a turbine power assisted engine which comprises: rotating a turbine by means of an independent power source during operation of the turbo assisted engine and prior to the requirement for turbo assist; when turbo assist is required allowing the turbine to operate as a turbine at full speed without either disconnecting the independent power source or increasing the speed of the power source to match the speed of the turbine; upon the need for the turbo assist being no longer present, allowing the independent power source to continue to rotate the turbine independent of turbine power. 2. The method of Claim 1 wherein the engine is also supercharged by means of an independent air pump to the engine drive shaft. 3. The method of Claim 1 wherein an electric motor .is utilized to generate sufficient turbo assist to start the engine until sufficient exhaust gasses are generated to run the turbo. 4. Apparatus for independently imparting motion to a turbo engine which is not running as a turbo engine including in cooperative combination with a turbine shaft, means to drive said shaft by an electric motor; means to allow said shaft to operate at a higher speed when acting as a turbine and said electric motor by the use of one way bearings; and means to continue the rotation of said turbine by said electric motor when the turbine ceases acting as a turbine.

Inventors: HALIMI EDWARD M, HALIMI, EDWARD, M.
Applicants: HALIMI EDWARD M, HALIMI, EDWARD, M.
Application year: 1992
Main classification: F02B37
IPC codes: F02B37, F02B39