Patent GB-734003-A (GB)
Title: Improvements in or relating to internal combustion engines
IPC: F02D9/00
Filed: 1951-05-23
Abstract: 734,003. Motor power plant. GLAMANN, W. May 23, 1951 [May 24, 1950], No. 12064/51. Class 110 (3). [Also in Groups XXIV, XXVII and XXXI] The output of an internal-combustion engine M is divided by an epicyclic gear S, E, P between a land vehicle drive shaft A and a charge compressor K, the gear sizes of the epicyclic gear and of a further gear train D between'it and the compressor K being such that with the shaft A at rest or nearly so and the engine M idling, the compressor K turns at at least six times engine speed, whilst excess air is diverted from the engine, preferably to perform work. As shown, a centrifugal or displacement type compressor K supplies the engine M through a pipe F which passes in finned form in front of the engine for charge cooling purposes. The compressor K is driven through a step-up gear pair D from an external gear on the annulus E of an epicyclic gear having a sun S on the engine shaft and a planet carrier P driving the vehicle and mounting a gear EE driven by the rotor of a turbine T via a gear pair DD, a one-way clutch (not shown) and a gear J. The turbine T has adjustable vanes LL and TT driven respectively by air bled off from the compressor K through a pipe QQ and by engine exhaust gases delivered through a pipe FF. To enable a conventional clutch to be dispensed with, a vent Q controlled by a valve L is provided to unload the compressor K. The valve L is controlled (a) by the vehicle accelerator pedal so as to close progressively with increasing fuel supply, but still remain partly open at full fuel supply, (b) by vehicle speed acting as through hydraulic pump means to override the accelerator control and close the valve L above a predetermined vehicle speed, (c) by operator control acting on the pump means to open the valve L above this speed and (d) in the case of a centrifugal compressor by the air speed at a point W in the pipe F so as to avoid pressure fluctuations. A valve UU is opened to vent the engine exhaust gases progressively as the vanes TT are closed off therefrom. Both the vanes LL and TT are controlled conjointly with accelerator setting. As applied to a diesel engine, specific travels of the accelerator pedal correspond to actuation of the valve L as above, to operative feeding of the vanes TT and to operative feeding of the vanes LL with the valve L closed whatever the vehicle speed. The travels may be co-extensive, overlap partly or be in any desired sequence. Fuel may be burnt in the delivery to the vanes LL. When a centrifugal compressor is used, the valve L may be omitted and the air speed at the point W control the vanes LL, whilst the turbine and compressor may be in a single housing which may contain also the epicyclic gearing which may then include a reverse drive. A displacement type compressor K may be. stopped during vehicle braking by automatic closure of a throttle valve on the suction side of the compressor, or may also act as a brake, subsequent to deliberate stalling of the engine, by being driven in reverse by the vehicle through a step-up gearing of different ratio from the gear pair D and in parallel therewith, both stepup gearings incorporating one-way clutches so as only to transmit power in opposite directions of rotation. The gearing DD may be such as to change in ratio above a predetermined turbine speed, as by a centrifugally-acting device.