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Dec. 23, 1952
A A. B. NEWTQN
2,622,390
CONTROL APPARATUS, INCLUDING AN AUXILIARY POWER
RECOVERY TURBINE FOR TURBO-SUPERCHARGED ENGINES
Filed Feb. 28, 1946
_
4 Sheets-Sheet l
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Dec. 23, 1952
.
A. B. N EWTON
CONTROL APPARATUS. INCLUDING AN AUXILIARY POWER
2,622,390
RECOVERY TURBINE FOR TURBO-SUPERCHARGED ENGINES
4' Sheets-Sheet 2
Filed Feb. 28, 1946
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Dec. 23, 1952
A. B. NEWTON
_
2,622,390
CONTROL APPARATUS. INCLUDING AN AUXILIARY POWER
RECOVEPJ!v TURBINE FOR TURBO-SUPERCHARGED ENGINES
Filed Feb. 28, 1946
4 Sheets-Sheet 3
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Dec. 23, 1952
.
A. B. NEWTON
' 2,622,390
CONTROL APPARATUS, INCLUDING AN AUXILIARY POWER
RECOVERY TURBINE FOR TURBO-SUPERCHARGED ENGINES
Filed Feb. 28, 1946
4 Sheets-Sheet 4
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705
INVENTOR.
?LW/N 5'. NEWTON
BY
2,622,390
Patented Dec. 23, 1952
UNITED STATES PATENT OFFICE
2,622,390
CONTROL APPARATUS, INCLUDING AN
AUXILIARY POWER RECOVERY TUR
BINE FOR TURBO-SUPERCHARGED
ENGINES
Alwin B. Newton, Dayton, Ohio, assignor to Min
neapolis-Honeywell Regulator Company, Min
neapolis, Minn, a corporation of Delaware
Application February 28, 1946, Serial No. 651,007
8 Claims.
.
(Cl. 60-13)
1
2
omitted, showing a slight modi?cation of the sys
This invention relates generally to improve
tem
of Figure 3 for using the recovered power.
ments in power plants of the internal combustion
Figure
5 is a view similar to Figure 1 but illus
type and particularly as commonly employed for
trating a modi?cation of the control system for
aircraft.
The invention has particular reference to the (Fl the power recovering means and showing the
apparatus in greater schematic detail.
utilization of normally wasted power 'of internal
combustion engines, as represented by the dis
Figure 1
charge of the exhaust gases as waste to the at
Referring now more particularly to Figure l
mosphere. It is, of course, common practice to
use a part of the power present in the exhaust 10 of the drawing, I have illustrated therein, in a
diagrammatical fashion, a complete‘ aircraft
gas flow for the operation of the turbine driving
power plant including an internal combustion
the supercharging compressor which supplies the
engine It having a power shaft ll driving ‘a
air for combustion to the engine, and it is for
propeller l2. Air for supporting combustion in
use with power plants of this design that my in
the engine It is taken through an intake [3 and
vention is best adapted.
passes through a compressor I4, a conduit [5, an
I am aware of the fact that previous attempts
after cooler It, a conduit 11, a carburetor l8, a
have been made to successfully embody in a
throttle i9, a conduit v20, a second compressor
power plant a means for using the power of the
exhaust gases, over and above that necessary for
2| andthrough an intake manifold system 22
operating the turbo-supercharger, but it is the
primary object of my present invention to pro
vide an improved system or apparatus for this
purpose, of a practical nature and well adapted
into the engine. The compressor M is driven by
a gas turbine 23 and together therewith forms
a unit commonly known as a turbo-supercharger.
The after-cooler It removes the heat of com
to use in connection with the various controls
necessary in such installations.
pression of the air supplied by compressor [4
and for this purpose receives fresh air through
an intake '24, passes it in heat exchanging rela
tion to the air ?owing toward the engine, and
mechanism or systems for this purpose which
?nally discharges the cooling air from an out
afford the precision in adjustments necessary to
let 25. The carburetor [8 mixes fuel with the
prevent the building up of excessive exhaust back
pressures on the engine, which would reduce the 30 air while the throttle [9 controls the supply of
the combustible mixture thus formed, being here
power thereof and defeat my purpose, and to
shown as adjusted by a hand control 26.
prevent robbing the turbo-supercharger of the
The compressor 2! is directly driven from the
power necessary to adequately supply the engine
engine as indicated at 21 and in addition to add
with air for combustion, which would have the
ing compression to the gas mixture aids in dis
same e?ect.
tributing such mixture to ‘all cylinders of the
Still another object is to provide improved
engine.
means for utilizing the power recovered in this
The supercharger compressor I4 is of the cen
manner to augment the power or the work done
Another object is to provide improved control
by the engine itself.
These ‘and other objects I attain in the manner
now to be set forth and claimed and in the
course of the description reference is had to the
accompanying drawing wherein:
Figure 1 illustrates diagrammatically the ap
trifugal type in which the rate of compression
varies in accordance with its speed. The speed
at which the turbine 23 operates thus controls
the compression, or the pressure of the air sup
plied to the engine.
The turbine 23 is powered by exhaust gas from
plication of one form of my power recovery sys 45 the engine l0, these gases being led from an ex
haust manifold 28 of the engine through a con
tem to an internal combustion aircraft engine.
duit or duct 29 and discharged to impinge the
having conventional turbo-supercharger and
buckets on the turbine wheel 30 through a nozzle
other control elements.
ring 3!, the gases thus used being delivered
Figure 2 illustrates a slight modi?cation of the
through the wheel to atmosphere as indicated.
system of Figure 1.
There is also conventionally provided a discharge
Figure 3 is a diagrammatic-a1 showing of an
duct or outlet 32 in which is located a damper
other modi?cation of my power recovery idea-s, il
like
throttle valve 33. As the valve 33 is opened
lustrating the use of an auxiliary propeller for
using the recovered power.
Figure 4 is a similar view, with some parts 7
the gases may ?ow past 'it with less resistance
than presented by the turbine and thus the posi
2,622,390
3
4
tion of this valve precisely controls the amount
of the gases diverted through the turbine, and
the operating speed of the turbo-supercharger
the exhaust conduit 29 between the engine I9
and the turbine 23 of the turbo-supercharger.
In lieu, then, of the valve 33 previously described,
unit as a whole.
a throttle or throttle valve 49 is arranged in
the exhaust conduit 29 and is connected for
operation by a motor 50 similar to that indicamd
The valve 33 is positioned by a reversible. elec
tric motor 34 through the linkage designated
generally at 35 and the motor is in turn con
trolled and energized by an impedance network
above at 34 and controlled in a similar manner.
and electronic ampli?er 35 under the primary
The position of this throttle 49 will obviously
vary the admission of the exhaust gases to the
control of a pressure sensing controller 31 con
nected by a duct 33 to the conduit [1, and‘ a
turbine 23 and as the throttle is closed it will
reduce the volume of the gases thus used and
manually adjustable pressure selector 39. This
entire control system may be similar to that dis
closed in Daniel G. Taylor Patent No. 2,388,350,.
issued November 6, 1945. The system is also
auxiliary turbine 4!].
divert an increasing volume into the inlet of the
Another throttle or throttle valve 5| is pro
vided in the intake 44 and its operating arm 52
shown and described in greater detail in con
nection with Figure 5. So far as, the invention of
is connectedv through a link 53 to a crank arm 54
swung by the motor 55. A spring 55 normally
urges this second throttle 5| toward the open
position shown against a stop 52a and the link
53 has a longitudinal slot 56 receiving a pin 51
Figure 1 is concerned, it may be simply stated
that the ampli?er 36 operates to adjust the valve
53, through the motor 34, to set the operating
speed of the turbo-supercharger units I4—23 to
provide for the supply of air to the engine of a
pressure called for by adjustment of the manual
selector 39, and maintains this selected pressure
by which it is connected to the crank arm 54.
The crank arm 54 is connected to an operating
arm 58 on the throttle 49 by a spring link 59
which may expand after the throttle 49 is fully
under control of the pressure responsive con
opened, in which position the arm 53 comes to
troller 31.
As thus far described, it will be understood that
rest against a stop 60.
,
This linkage arrangement is such that the
the turbine 23 uses but a part of the power or
throttle 59 will ?rst move to the full open posi
energy present in the exhaust gases discharged
tion shown, with the throttle 5i full open, where
by the engine. This power, in excess of that 30 upon a further demand for supercharging of the
required for the operation of the turbo-super
engine will cause the motor 553 to continue in
charger, is ordinarily wasted and it is the pur
operation, attempting to further open throttle 49.
pose of my invention to provide practical means
At
andthis
the time
spring
thelink
arm55 58can
is only
against
lengthen.
the stopBut
for using this otherwise lost power.
To this end I provide a second or auxiliary gas 35 the pin 5?, having previously moved along the
turbine 43 having a bucketed wheel 4|‘, a nozzle
slot
without affecting throttle 5%, now reaches
ring 42, a nozzle box 43 and an intake duct 44
the end of the slot and such continued move“
opening into said box. As here shown, the in—
moving
ment of the
throttle
arm 5458 will
towards
now pullclosed
on theposition.
link
take of this second turbine 40 is connected to
the outlet 32 of the ?rst turbine 23, on the down 40 Thus, the demand for increased. supercharger
stream side of the valve 33. The turbine 43 thus
output
met by a diversion of a greater volume
receives exhaust gases not used by the turbine‘
of the exhaust gases to the'turbine 23, reducing
23 and it will be obvious that the power present
the output of turbine 45. The reverse sequence
in these excess gases is utilized by the second
of operation takes place as the demand on tur
turbine without materially interfering with the
bine 23 decreases, the throttle 5i ?rst opening
normal operation of the ?rst.
wide and then the throttle 4-9 gradually closing.
The second or auxiliary turbine 40 may be
It will be apparent then that the auxiliary tur
used to drive any load device, or mechanism re
bine “33 which, as shown, drives the propeller
quiring power rotation but I prefer, as shown in
shaft 5 i‘ through the gear train
uses only that
the drawing, to use the recovered power to as
part of the total volume of exhaust gases not
sist the engine l0 itself in its work. For this
required by the turbine 23 for supercharging the
purpose the turbine 40 has its shaft 45 connected
engine and thus interferes in no way with proper
through a gear train 46 to the shaft II driving
maintenance of induction system pressures.
i the propeller 42.
On the shaft ll an over-run
ning clutch, designated generally at 47, of any
conventional form, is placed and it selectively
Figure 3
55
For convenience in the illustration and de
connects the gear train to this shaft. As thus
scription of this modi?cation of my invention,
arranged, the turbine may exert a driving force
I have shown the power plant as arranged in the
upon the shaft ll, augmenting the power of the
nacelle E! on a wing 52 of
engine, but should the shaft be running at a 60 conventional
greater speed than the end speed of the gear
a multi-engine aircraft, although it is to be un~
derstood that my invention may be adapted also
train 46, the over-running clutch will allow the
for use upon single engine aircraft in which the
shaft to turn free of the gears. The latter con
power plant is arranged in the fuselage.
dition may occur in starting the engine,’ or when
Only a part of the power plant is here shown,
the demand on the turbo-supercharger is such 65
including an engine #33 arranged within a cowl.
that the turbine .23 is using a large part of the
ing 54 of the nacelle and ‘arranged to drive a pro~
total volume of the exhaust gases, leaving little
peller 55.
for driving the second turbine 40.
Figure 2
The turbine ‘65 of the turbo-super
charger is indieated as connected to an exhaust
gas duct 57 and the speed of the turbine is con
70
trolled by a waste gate 59 located in an outlet
In Figure 2, I illustrate an alternative ar
rangement of the system of Figure 1 wherein cor
responding parts are given the same reference
numbers, and wherein they auxiliary or second
turbine 45 has its intake 44 connected at 48 to h
39 in the manner _ reviously described, this waste
gate being positioned by the reversible motor it
controlled in the smile manner
Figure 1.
motor 33 of
To make use of the power present in the ex
2,622,390
5
atmosphere. This will result in all of the exhaust
gas leaving the turbine 65 being by-passed to
atmosphere so that the wheel 12 of the turbine
haust gases not used by the turbine 66, I provide
a second auxiliary turbine ‘H having an intake
‘Ha connected to the outlet 69 aforesaid. The
ceases to turn. Further movement of the arm
Tl toward its retracted position will have no other
bucketed wheel 12 of the turbine ‘H is arranged
for rotation by exhaust gases directed there
eifect than simply to stretch the spring link 92.
While I have shown the auxiliary propeller ‘I6
ag-ainst by a nozzle ring 13 and has its shaft ‘54
arranged to drive a gear train, indicated gen
as located in a position in which it would be with
erally at 75. Gbviously, the turbine Tl will thus
utilize whatever volume of the exhaust gases is
not needed by the turbine 66 and will rotate the
gear train 75 at a speed depending on the rela
tive demands of the supercharger, as called for
in the slip stream of the main propeller 65, it is
to be understood that the auxiliary propeller ‘I6
can be located outside of the slip stream. This
is particularly desirable in the case of high alti
tude ?ight where larger effective disk area is de
by the control system, supplying engine 53 with
air for combustion.
sired.
It is to be understood, of course, that the aux
To utilize the power thus secured, I here pro
iliary turbine ll may, if desired, receive gases
vide an auxiliary propeller '56 which is journaled
at the end of a swinging arm structure ‘ll, piv
from more than one engine, each separately con
otally mounted at ‘is in the wing 52. The end
trolled.
gear train 15 is a bevel gear 13a which meshes
Figure 4
with and drives a bevel gear ‘is. Bevel gear “as 20
In
this
view,
I
illustrate
a modification of the
is, in turn, constantly meshed with a bevel gear
system shown in Figure 3, but wherein the engine
88 at the end of a drive shaft 85 extending along
63, propeller (i5, turbine 66, exhaust duct 6],
the length of the arm structure Ti, and at its
outer end the shaft 8i drives the propeller 76
through similar beveled gears 82. The arrange
ment of the swinging arm structure I‘! is such
that normally the auxiliary propeller ‘it may be
waste gate 68, outlet 69 and motor 10 are all
identical with the previous description. There
is also provided the second auxiliary turbine ‘H
driving the gear train 75 and powering the aux
iliary propeller 16 supported on its arm TI in, ex
retracted or swung rearward and upward into a
actly the same manner.
cavity in the underside of the wing 72 near its
trailing edge, as indicated by the dotted lines.
When it is desired to put the auxiliary propeller
'55 into operation, as when the conditions are
such that the auxiliary turbine '55 may be ex»
Here, however, I provide a third auxiliary tur
bine, designated generally at 83, having an in
take conduit 84 leading to a junction with the in
take “Ha of the second turbine ‘H. The turbine
33 includes a bucketed wheel 85 against which the
pediently put into operation to recover the power
lost in excess exhaust gases, the arm structure e5 exhaust gases are caused to impinge through a
nozzle ring 85 and this turbine drives the main
71 may be swung downward and forward to the
propeller 65 through a shaft 8? and gear train
full line position at which the propeller it will be
58 in the same manner as that previously de
supported beneath the wing and in the air
scribed with reference to Figures 1 and 2. An
stream. Any suitable conventional retraction
gear (not here shown) may be arranged in con 40 over-running clutch 89 is provided between the
gear train 88 and the main propeller 65 to dis
nection with the arm ‘ii for operating it as de—
connect the gear train from the propeller when
scribed.
the engine speed exceeds the terminal speed of
Gears 19, 79a, and 8% will remain in engage
ment at all times. Consequently, it is necessary
the gear train.
The junction between the respective auxiliary
to provide some means for preventing the tur
turbine intakes ‘i2 and 81% is provided with a se
bine ‘H being driven when the propeller 16' is in
lectively positionable ?ap valve 95! corresponding
retracted position. To accomplish this, I have
to ?ap valve 95 of Figure 3. The ?ap valve 90
provided a selectively positionable ?ap valve 90
is arranged in this modi?cation to connect the
which, as will be obvious from the drawing, may
outlet 68 with either of the turbines. This valve
be arranged to connect the outlet 69 with either
..
the turbine l! or with an outlet 12a to the atmos
phere. In the position shown, the ?ap valve 9c
is in its lowermost position in which the outlet
12a is closed and all of the gas leaving the outlet
69 passes to the turbine ‘H. The flap valve‘ 99 is
automatically operated by the retraction move
ment of ‘the auxiliary propeller ‘l6 by means of
99 is automatically operated by the retraction
movement of the auxiliary propeller 16 by means
of bell crank M connected at one end to the valve
98, and connected at its other end through a.
spring link 92 to the arm Tl below its pivot .18,
just as in Figure 3. The arrangement as illus
trated is obviously such that when the propeller
‘I6 is swung to operative position the link 92 will
a bell crank lever 9! connected at one end to
oscillate bell-crank 9i and move the ?ap valve
the valve 96 and connected at its other end
through a spring link 92 to the arm ‘H below its 60 $8 to the solid line position at which it closes o?
the intake 84 and connects the intake 12 with
pivot '18. The arrangement, as illustrated, is
the exhaust gas outlet 69. On the other hand,
obviously such that when the propeller ‘it is
when the arm ii is swung upward and rearward
swung to operative position the link 92 will os
to retract auxiliary propeller T6, the initial move
cillate the bell crank 9i and move the flap valve
90 to the position shown in the drawing at which 65 ment will pull upon the link 92 to oppositely op
erate the bell-crank til and move the valve 90
it closes off the outlet 72a and connects the
upwardly to a position in which the intake 12 vis
intake '52 with the exhaust gas outlet 5-9. On
isolated from the exhaust gas outlet 68 and in
the other hand, When the arm 'i‘! is swung up
take 813 is connected thereto.
wardly and rearwardly to retract the auxiliary
propeller ‘E6, the initial movement will pull upon 70 It will be apparent from the foregoing that in
this system the auxiliary power may be utilized
the link 92 to oppositely operate the bell crank
either for driving the auxiliary propeller 16 or
lever 9| and move the valve 99 upwardly to a
the main propeller 55, at the will of the pilot or
position in which the turbine ‘H is isolated from
engineer in charge of the aircrait’s ?ight. For
the exhaust gas outlet {it and the exhaust gas
tie auxiliary
outlet 59 is connected through outlet 12a to the 75 example, it may be desirable to
2,622,390
7
8
turbine 03 to drive the main propeller 65 during
low level flight at which time the propeller .65
motor is shown as comprising a rotor II“ with
which are associated two ?eld windings I02 and
may absorb the full power thus directed to it,
Whereas when the aircraft ascends to the higher
levels it may be desired to put into use the auxil
I03. The motor is of the split phase type so that
upon the current supplied to one winding being
displaced 90° with respect to that supplied to the
iary propeller it to provide added propeller blade
other winding, the motor will rotate in a direc
area for the rare?ed atmosphere there encoun
tered. Neither auxiliary turbine 'EI nor ‘I2 will
tion depending upon whether the current through
the one winding leads or lags that through the
interfere with the operation of the other and
other winding. The rotor IN is connected
only one is brought into play at any one time 10 through a gear train I 05 to the throttle Valve 33.
due to the automatic operation of the control
In order to simplify the illustration, the motor
valve 90. It may here be noted that in the case
is shown as connected directly through a rotat
of multi-engine aircraft the exhaust gases from
able shaft to the throttle 33 instead of through
both inboard and outboard engines on either side
a link such as link 35, as with the. species of
may be conducted to a single auxiliary turbine if
Figure 1. It is of course to be understood that
the manner of connection of the motor to the
throttle is not an essential feature of my inven
tion. The gear train I05 is also connected to a
slider I0’:I of a follow up potentiometer I03. The
desired. .It is also to be understood that the
auxiliary propeller is preferably located outside
of the slip stream of the main propeller.
Figure 5
20 potentiometer comprises a resistor I00 with which
In Figure 5 I have shown a form of my inven
tion in which the exhaust back pressure is main
tained constant for any given value of the intake
manifold pressure and for any selected induction
pressure. This results in more accurate control
the slider I0'i is in sliding engagement. The
terminals of the windings I02 and I03, the op
posite terminals of resistor I09, and the slider
I 0? are connected to terminals on the motor
housing corresponding to the terminals shown
in Figure 1. In order to simplify the descrip
tion, these terminals will not be referred to
speci?cally by reference numerals and the vari
Inasmuch as the novel portion of the present __ ous conductors leading to and from them will be
considered as though the terminals did not exist,
invention involves cooperation with certain ele
that is as though the conductors were continuous.
ments of the control apparatus for the motor
This practice will be followed in connection with
positioning the waste gate of the main turbine,
the other units of the apparatus.
this control apparatus for this waste gate motor,
The network and ampli?er unit 36 comprises
whichwas shown boxed-in in the previous ?gures, a transformer H5. This transformer comprises
is shown in somewhat schematic detail in the
a primary winding I I6 and a plurality of second
present ?gure.
ary windings II‘! and H8. The secondary II‘! is
Before referring to the control apparatus, the
connected to the motor field winding I02 through
arrangement of the turbines in the present species
will be considered. The auxiliary turbine 40, in 40 conductors II9, I20, I2I, and I22. A condenser
I24 is connected between conductors I I9 and I20.
this species, is by-passed by a conduit 93 leading
This condenser serves to displace the phase of
from the conduit 44 which supplies gas to the
the current ?owing through winding I02 by 90°.
turbine at. Located within this by-pass conduit
The winding H8 of transformer H5 is em
33 is a Waste gate 94 which is actuated by a lever
arm 95 and is biased to closed position by a spring 45 ployed to supply power to an ampli?er I26. This
ampli?er may be of any suitable type which sup
96 engaging the operating arm 55.
plies output current, the phase of which is de
A spring 55 in the present form biases the
pendent upon the phase of the input signal. A
throttle valve 5i to closed position rather than to
typical ampli?er is that shown in the patent to
open position ,as in the form of Figure 2. A
of the turbo discharge pressure. As with the
other ?gures, corresponding reference numerals
are employed to indicate corresponding elements.
motor arrangement generally indicated at 9'! is '
employed to position throttle valve 5! and waste
gate 34 through a pair of links 03 and 98. The
construction of the motor and the manner in
which it positions the valves 5! and 34 will be
described in more detail later.
It; is to be noted that in this form of the ap
paratus, the main turbine 3I as well as the auxil
Beers, 2,020,275. An ampli?er particularly suit
able for use in connection with my apparatus is
shown in Figure 1 of the co-pending application
of Albert P. Upton, Serial No. 437,561, ?led April
3, 1942, now Patent No. 2,423,534.
The output terminals I28 and I29 of the am
pli?er are connected to the motor ?eld winding
I03 by conductors I2I and I30. The phase of the
current supplied by ampli?er I26 to winding I03
iary turbine 40 is so disposed that the exhaust gas
is reversed with reversal of the phase of the input
‘is discharged to the rear. The inlet I3 of the
voltage. Because of the condenser I24, the cur
compressor I4 is disposed towards the front so 60 rent supplied to winding I03 is thus either 90°
that the air drawn into the turbine has a tend
ahead or 90° behind in phase with respect to that
ency to produce a forward movement of the air
supplied to winding I02.
craft. Similarly, the lower end of the waste con
Also included with the network ampli?er 36 is
duit 93 associated with auxiliary turbine 40 is
a potentiometer I32 comprising a resistor I33 and
disposed so that the gas issuing from it is dis
a slider I34. The resistor I33 is provided with a
charged to the rear. By disposing the various
conductive bar I39 at its right-hand end and the
elements in the manner recited, an appreciable
slider I34 is normally in engagement with this
jet effect is obtained to aid the forward motion
conductive bar. The slider I34 is positioned by a
of the craft. While this disposition of the tur
velocity controller I36 which is connected by a
bines has been illustrated only in connection with 70 ?exible drive shaft I31 to the shaft of the turbine
the form of Figure 5, it is to be understood that
23. The velocity controller I33 is effective when
any of the turbines of the previously described
ever the turbine speed exceeds a predetermined
?gures may be so disposed.
value to move the slider I34 to the left by an
Considering now the control apparatus for tur
amount dependent upon the time that the ve
75
bine 23 and referring ?rst to the motor 34, this
locity exceeds such predetermined value. The
2,622,890
9
the aforementioned Taylor patent.
Associated with the potentiometer I32 is a
transformer I40. This transformer comprises a
primary winding I4I and a secondary winding
I42. The secondary winding is provided with an
intermediate tap I43. The resistor I33 is con
nected between the left-hand terminal of sec
10
therethrough due to the movement of slider I55.
Considering now the control equipment for the
auxiliary turbine 40, the motor 91 comprises a
details of this velocity controller are shown in
rotor I80 with which are associated ?eld Wind
ings I3! and I82. The motor is of the same type
“ as motor 34, that is, the type in which the direc
tion of rotation is dependent upon the relative
phase position of the current supplied to wind
ings I8I and I82.
ondary winding I42 and the tap I43. The right
hand terminal of resistor I09 of potentiometer
I08 is connected by conductor I44 to the right
hand terminal of secondary winding I42, while
The rotor I89 is connected through a gear
train I54 to a cam shaft I85 carrying a pair of
cams I85 and I81. Cooperating with the cams
I95 and E61 are a pair of levers I83 and I99.
the left-hand terminal of resistor I09 is con
The lever I55 has a cam follower roller I90 bear
nected by conductor I45 to tap I43.
It will be noted that the two potentiometers u . ing against the cam I86, while the lever I89 has
I08 and I32 together with the transformer I40
' a similar roller I3I bearing against the cam I81.
The springs 55 and 96 serve to maintain the levers
constitute a network analogous in many respects
I 89 and I35 in cam-following engagement with
to a bridge. The sliders I01 and I34 constitute
the
cams I81 and I36, respectively. The cam
the output terminals of this network and a volt
age appears across these sliders, the magnitude .20 I81 is provided with a cam portion which in
creases in radius from a point a to a point b, pro
of which is dependent upon their relative posi
ceeding in a clockwise direction. From point D
tions. The network just described constitutes
the cam is of relative diameter. The cam I86 is.
one of several series networks which collectively
of uniform radius from point e to point d, these
determine the voltage applied to the input of am
25
pli?er I26.
two points corresponding in angular position to
points a and b on cam I81. From point a, to point
One of the additional networks is included
e, the radius of cam I86 gradually increases, and
from point 6 back to a point closely adjacent the
point 0 the cam is of uniform radius again. It
which includes a slider I5! and a resistor I52.
The slider I5I is connected to two opposed bellows 30. will thus be apparent that upon counter-clock
' wise rotation of cams I61 and I86 through the
members I53 and I54. The bellows member I54
are de?ned by points a and b on cam I81 and c
is connected by a conduit I56 to the conduit I1
within the pressure responsive controller 31.
This controller comprises a potentiometer I50
and d on cam I86, the cam lever I69 is gradu
ally moved in a counterclockwise direction to sim
which is in turn'connected to the inlet of car
buretor I8. Bellows I54 is thus subjected to the
induction system pressure. The bellows I53 is
evacuated so that it is responsive only to at
mospheric pressure. This bellows serves to com
as'
ilarly rotate valve 5| towards open position
against the biasing action of spring 55. Upon the
cams I86 and I81 moving to the position where
pensate bellows I54 for the varying effect of at
mospheric pressure on the latter. The slider I5I
points I) and d are in engagement with the con
The resistor I52 is connected across a secondary
I51 of a transformer I53. The transformer I58
tinued movement of the cams in a clockwise di
rection results in no further movement of valve
comprises a primary Winding I59. The network
5|. Such continued motion does, however, cause
tact rollers I9I and I90, valve 6| is in fully-open
is accordingly positioned solely in accordance 40 position, and since cam roller IIII is now engaging
the portion of the cam I81 of uniform radius, con
with the induction system pressure.
constituted by secondary I51 and potentiometer 45 a counterclockwise rocking of lever I98 to move
I50 produces a voltage measured between slider
I5I and the left-hand terminal of secondary I51.
A further network is included within the pres
sure selector 39. This network includes two po
tentiometers I6I and I62.
Potentiometer I6I
comprises a resistor I64 and a slider I65. The
slider IE5 is connected to a knob I66 shown but
not otherwise identi?ed in Figure l. The po
tentiometer I6I serves as a pressure selecting po
tentiometer and as will appear more clear from
a later portion of the description, the movement
of the knob I66 in the counterclockwise direction
to move slider I65 serves to increase the induc
tion system pressure that is maintained by the ap
paratus.
The potentiometer I62 comprises a resistor I61
and a slider I68 and acts as a calibrating po
valve 94 towards open position. Thus, as the cams
are rotated in a clockwise direction, valve 5I is
?rst moved to open position and then the waste
gate valve 94 is moved towards its open position.
Reverse movement of the cams, of course, causes
reverse movement of valves 5I and 94.
A transformer 200 comprises a primary wind~
ing 253i and two secondary windings 202 and 203.
The secondary winding 203 is connected to the
?eld winding I6I of motor 91 through conductor
205, conductor 206, condenser 201, and conductor
208.
The condenser 201 serves to displace in
phase by 90° the current flowing through winding
IBI. The winding I82 is connected to the out
60 put terminals of an ampli?er 209. This ampli?er
may be of the same general type as ampli?er
I26. The ampli?er 209. is supplied with power by
tentiometer.
Associated with potentiometers I6I and I62 is
secondary 202, the output terminals of which
winding I10 and a primary winding Ill. The op
posite terminals of resistor I64 are connected to
The voltage applied to the input terminals of
ampli?er 209 is determined by a plurality of series
the opposite terminals of secondary I10, while
connected networks in much the same manner as
are connected to the power terminals of the
a transformer I69 which comprises a secondary 65 ampli?er.
in connection with ampli?er I26. One of these
the left-hand terminal of resistor I61 is con
nected to the lower terminal of secondary I10‘ 70 networks includes two potentiometers 2I0 and
and the right-hand terminal to a center tap of
secondary I10. This center tap of secondary I10
is connected to a center tap of resistor I64 so as
to cause the voltage drop across resistor I64 to be
2H. The potentiometer 2I0 comprises a slider
2I2 and a resistor 2I3. The potentiometer 2“
comprises a resistor 2I4, and a slider 2I5. The
slider 2 I2 of ‘potentiometer 2I0 is positioned by a
less aifected by the variations in current flow 75 pair of opposed bellows 2 I1 and 2 I8. The bellows
11
2,622,390
2&8 is connected to the interior of the exhaust
conduit 29 leading to the turbine 23. The bel
lows 2 ill is evacuated so as to respond to purely
atmospheric pressure, thus acting to compensate
bellows 2 I3 for the varying effect of atmospheric
pressure on it. The slider 2E5 of potentiometer
2M is likewise positioned by a pair of opposed
bellows 222 and 223. The bellows 222 is con
nected by a conduit 222 to the intake vmanifold
12
secondary I51 is positive with respect to the
slider I5I, and the slider IE8 is negative with
respect to slider IE5. Thus, the voltage output
of the network constituted by potentiometers Hi8
and I32 and that of the network including
potentiometers IBI and H52 is opposed by the
network including potentiometer I50. It will be
assumed that the relative values of these voltages
are such thatrthe voltages cancel each other out
22 so as to respond to intake manifold pressure. 10 so that no voltage exists between the ampli?er
Bellows 223 is evacuated and compensates the
bellows 222 for variations in atmospheric pres
terminals 256 and 2'10. Under these conditions,
no current is supplied to winding I33 and the
motor is unable to rotate. It is assumed that
under these conditions the throttle valve 33 is in
sure. The resistors 2 I3 and 2|4 of potentiometers
2H3 and ‘254 are connected to the opposite ter
minals of the secondary 228 of a transformer 15 intermediate position at which the air supplied
22?. Transformer 22? comprises in addition to
to the induction system by the compressor I4 is
su?icient to maintain the desired induction sys
the secondary 225 a primary winding 228.
tem pressure.
The reference numeral 230 is employed to
Let it be assumed that the induction system
designate a further potentiometer comprising a
resistor 23! and a slider 232. The slider 232 is '20 pressure falls, thus necessitating a greater com
pressing action upon the part of compressor [4.
connected to gear train I84 ‘so as .to be positioned
The effect of this reduction in pressureis to cause
by the motor 91. The potentiometer 23d con
slider I5I to move to the left with respect to
stitutes a follow up potentiometer. The opposite
resistor I52. This causes a greater voltage to
terminals of resistor 23I are connected to the
opposite terminals of a secondary 235 of a trans 25 exist between the left hand terminal of resistor
former 236 having a primary winding 23?.
A potentiometer 246 comprises a slider 25! and
a resistor 242.
The right-hand terminal of re
I52 and slider I5I. Considering the half cycle
just considered, the effect of this is to cause the
input terminal 255 of ampli?er I26 to become
positive with respect to the input terminali??
sistor 242 is connected by conductors 243, 244,
and 225 to the slider I65, While the left-hand 30 during the half-cycle being considered. ‘In terms
terminal of resistor 242 is connected by con
ductors 24% and 2M to the slider I63. It will be
recalled that the sliders I65 and IE5 constitute
of alternating current, this results in an alternat
- ing voltage of a predetermined phase being ap
plied to the input terminals 250 and 256. This
in turn causes ampli?er I25 to supply an alter
the output terminal of the network including
potentiometers IISI and I62. The voltage appear 35 nating voltage of a predetermined phase to the
motor winding I03. The system is so designed
ing across this network is thus impressed across
that the phase of this current with respect‘to
resistor 242. A variable portion of the voltage is
that supplied to winding I02 is such as to cause
introduced into the series of networks controlling
the throttle valve 33 to move towards open posi
the input voltage to ampli?er 209.
While the transformers H5, I40, I53, I62, 239, 40 tion to permit more exhaust gas to be supplied
to the turbine 3i. Motor 34 in so'moving, causes
22? and 236 have been shown as separate trans
slider I01 to move to the right; that is, towards
formers, this has been done to group the second
the negative end of the resistor. This increases
aries more closely with the equipment ‘energized
the output voltage of the network including re
by them. In actual practice, the secondary wind
sistor I68 which, it will be recalled, opposes the
ings could all be disposed on one or a small num
ber of transformers. In any event, where more
than one transformer is used, all of the primary
windings should be connected to a common source
of alternating voltage.
Operation of Figure 5
The voltage applied to the input terminals of
ampli?er I26 is determined, as previously noted,
by a plurality of networks. The path through
these networks may be traced as follows: from
network‘ including potentiometer I50.
Thus,
after the slider III‘! has been moved a predeter
mined amount corresponding to the change in
induction system pressure, the system will ‘again
be balanced so that the throttle valve motor 34
will no longer be'operated. f
'
In the event vof a rise in induction system
pressure, the slider I5I is operated in the oppo
site direction with the result that the voltage
supplied to input terminals‘ of ampli?er I26 is
the lower input terminal 250 through conductor
opposite in phase'to' that previously considered.
25I, the slider I01, the network including poten
Thee?‘ect of this is to cause the ampli?er I26
to supply'current to motor winding ‘I33 which is
tiometers I08 and I32, slider I34, conductor 253,
likewise opposite in phase. This causes rotation
the left hand portion of resistor I52, slider I5I,
conductors 254 and 247, the network including 60 of the motor IGI in the direction opposite to'that
potentiometers I62 and I6I and conductors 245,‘
previously considered to cause the movement of
244, and 255 to'the upper input terminal 256. It
the throttle valve 33 towards closed position and
will be noted that conductor 245 is grounded at
a movement of slider Ii‘I'I of the follow uppo
25'! so that the ampli?er ‘terminal 256 is at
tentiometer I08 towards the left.. Again, the
ground potential. 7
In considering the operation of the system, it
will be assumed that the upper terminal of
secondary III), the left hand terminal of second
ary I51, and the left hand terminal of secondary
I42 are positive with respect to the opposite ter
minals of the respective secondaries ‘during the
same half-cycle as indicated by ‘the legends ap
pearing on the drawings. With the sliders in the
movement of slider I0‘! is‘in a direction to re
balance the series of networks to cease operation
of the motor 34. The operation of the rest of the
control apparatus for motor 34 will not be de
scribed in detail; 'As previously mentioned, this
apparatus is ‘described in the above mentioned
Taylor patent and for a clear understanding of
the invention, reference may be made to that
application. In general, a movement of the
position shown and during the half cycle being
manually positioned slider I25 downwardly has
considered, the slider I0‘! is negative with respect 75 th'e'same eifect upon the‘unb'alanc‘e voltage as
to the slider I34, the left hand terminal of
the movement of slider I5I of the potentiometer '
2,622,390
13
I55 to the left; that is, to increase the compressing
effect of compressor I4. Thus, movement of
slider I65 downwardly by rotation of knob I66 in a
14
trally disposed with respect to their associated re
sistors and with respect to the secondary winding
229 so that no voltage exists between these two
to the left. In other words, the movement of
sliders. Considering now the effect of potentiom
eter 239, it will be noticed that conductor 252 is
positive with respect to slider 232. The slider 232
is in turn connected to slider 2M which is nega
tive with respect to the right hand terminal of
resistor 252. The voltages introduced by p0.
ten-tiometers 235 and 245 thus oppose each other.
It will be assumed that the value of secondary
255 is such that these voltages exactly balance
each other so that no voltage is applied to ampli
?er 255. Under these conditions, the throttle
valve 5| is partially open so that the turbine 40 is
operating at partial capacity. Now let it be as
sumed that the pressure within the exhaust mani
slider I34 to the left decreases the amount of
exhaust gas supplied to the turbine 23 and hence
fold rises either due to an increase in the supply
of exhaust gas or to a decreased demand by tur
the induc- '
counter-clockwise direction increases
tion system pressure maintained by the system.
The potentiometer I62, as previously noted, is
used to initially calibrate the apparatus. Move
ment of the slider I58 to the right increases the
induction system pressure and to the left de
creases the same.
The velocity controller I55 is effective when
ever the velocity of the shaft of turbine 23 rises
above a predetermined value to move slider I34
to the left. The effect of this is the same in
direction as that occurring when slider |5I moves
decreases the speed of operation of compressor
20 bine 3|. Under these conditions, the slider 2I2
will move to the left so that this slider becomes
I4.
It will thus be seen from the above that the
positive with respect to slider 2|5. The effect
control apparatus for motor 35 serves to so posi
of this is to cause terminal 255 to become nega
tion the throttle valve 33 that there is maintained
in the induction system H, a pressure equal to
tive with respect to terminal 255. When this
happens, the ampli?er 259 is eiiective to supply
that selected by the network including pressure
selecting potentiometer I5I and calibrating po
tentiometer I522. The only exception to this is
when the velocity controller I55 responds to the
to winding I82 an alternating current which is
of such phase with respect to that supplied wind
ing |5I that the motor 9? is effective to rotate
the cams I85 and IS‘! in a counter-clockwise di
presence of an overspeed condition in which case,
rection. The movement of cam E85 in a counter
30
the speed of the compressor Ill is reduced regard
clockwise direction has no effect upon the cam
less of the demand of the rest of the system.
follower I55 due to the fact that the portion of
As previously noted, the species of this ?gure
the cam engaged by it at this time is of uniform
provides means for controlling the pressure in the
diameter. The motion of cam I51 in a counter
exhaust conduit 25 by supplying varying amounts
clockwise direction, however, results in the lever
of exhaust gas to the auxiliary turbine 25. The
its being rocked in a counter-clockwise direc
ampli?er which controls the operation of motor
tion to cause valve 5| to move towards open posi
91 positioning valves 95 and 5| is controlled by
tion. This permits more gas to flow to the tur
a series of networks which may be traced as fol
bine do to increase the power supplied by it to the
lows: from the lower input terminal 265 of
40 main propeller I2. The increase in the amount
ampli?er 259 through conductor 25 I, the network
of gas supplied to turbine 55 causes a decrease in
including potentiometers 2H3 and 2H, conductor
the pressure within the exhaust gas conduit 29.
262, the left hand portion of resistor 23!, slider
At the same time, the slider 232 is moved to the
232, conductor 253, slider 25!, resistor 252, and
left so as to tend to make terminal 255 less nega
conductor 255 to the grounded input terminal 265
of ampli?er 259. The voltage applied to the am
tive with respect to grounded terminal 255. Upon
slider 232 moving su?iciently to the left, the net
work will again be balanced, with the result that
pli?er 259 is thus the sum of the voltage output
of the bridge including potentiometers 2I9 and
2| I, the voltage existing across the left hand
portion of potentiometer 23I and the voltage
existing between the slider 2M and the right
hand terminal of resistor 242. It may be again
pointed out at this point that the voltage existing
across 242 is that determined by the output volt
age of the bridge consisting of pressure selecting
the motor 9'! is no longer energized in such a
manner as to cause movement thereof.
Now let it be assumed that due to the change
in position of valve 5| or for any other reason,
the exhaust gas pressure within conduit 23 falls
below the value which it is desired to maintain.
Under these conditions, slider 2I2 will move to
the right, causing terminal 255 of ampli?er 259
to become positive with respect to grounded
potentiometer I5I and calibrating potentiom
eter I52. The slider 2“ is provided for the pur
pose of determining what portion of this voltage
is introduced into the input circuit of ampli?er
259. In considering the operation of the net
works, the conditions during a half cycle will
again be considered. The same half cycle will be
terminal 255. This causes a reversal in the phase
of the voltage applied to the input terminals of
considered as was considered in connection with
the operation of ampli?er I25. Thus, the voltage
across the resistor 242 will be that indicated by
the legends; that is, the right hand terminal of
resistor 242 will be positive with respect to the
left hand terminal.
The primaries are so con
65
ampli?er 259 and hence a reversal in phase of the
current supplied to winding I82. This causes
motor 97 to operate in the opposite. direction to
move valve 5| towards closed position. At the
same time, slider 232 is moved to the right to
tend to make terminal 250 less positive with re
spect to terminal 255 and hence to rebalance the
system.
Assuming again for the moment that the
pressure in conduit 25 continues to rise, the valve
nected to the common source of power that during
5| is progressively opened until it is completely
this half cycle, the left hand terminal of second 70 open. At this time, the cam followers i55 and
ary 235 is positive with respect to the right hand
I9I will be in engagement with their re
terminal. Similarly, the left hand terminal of
spective cams at points (1 and b, respectively.
secondary 225 is also positive with respect to its
Upon a further rise in exhaust gas pressure, it
right hand terminal. Considering ?rst the bridge
is necessary to provide for a greater escape from
consisting of potentiometers 2 I0 and 2| I, it will be
the conduit 29 if the exhaust gas pressure with
noted‘that the two sliders 2I5 and 2I2 are cen
15
2,622,390
in conduit 29 is to be maintained at the desired
value. This is accomplished by the opening of
valve at. As the cam I89 rotates in a clockwise
direction beyond the point where cam follower
I99 is in engagement with point d, the waste
gate valve 84‘: is moved towards open position.
This continues until point we is reached at which
the waste gate valve 94 is fully open. Since the
by-pass conduit as is open to atmosphere, the
opening of waste gate 94 to even a relatively
slight amount is normally all that is necessary
to reduce the exhaust gas pressure within con
duit 29 to the desired value. It is thus possible
with the apparatus to insure a constant exhaust
gas pressure within conduit 29 under all con
ditions. It is, of course, to be understood that
normally the turbine“) is able to utilize all of
the exhaust gas that can be safely diverted from
conduit 29 and it is only under exceptional cir
cumferences that the gate 94 is moved towards
open position.
It is desirable to increase the gas pressure
within the conduit 29 when a higher induction
system pressure is to be maintained. The rea
son for this is that in order to maintaina greater
induction system pressure, assuming the atmos
pheric pressure to remain the same, it is neces
sary to have a greater exhaust gas pressure. It
is for this reason that I apply a portion of the
voltage across the network including the pres
sure selecting potentiometer [6i and the cali
brating potentiometer IE2, to the ampli?er 289.
It will be recalled that this is accomplished by
the potentiometer 249. The extent of this por
tion of this voltage that is applied to ampli?er
299 is determined by the position of slider 2M.
For any given position of this slider 24L if the
pressure selector potentiometer I65 is changed
by rotation of knob I65, the voltage existing
16
the right which causes ampli?er terminal 260
to become negative with respect to grounded ter
minal 235.
This results in the motor 91 being
operated in such a manner as to move the
throttle valve 5i towards open position to in
crease the gas ?ow through the auxiliary tur
bine 438 and hence to decrease the pressure with
in the exhaust gas conduit 29, assuming all other
things remain equal. This will in turn tend to
cause a decrease in the compressing eifect of
compressor Id and hence a decrease in the in
take manifold pressure. t will be obvious that
a decrease in the intake manifold pressure has
the opposite shoot; that is, of moving valve 51
towards closed position to increase the exhaust
gas pressure within conduit as. In either the
case of an increase .or decrease in the intake
manifold pressure, the rebalancing potentiom
eter 235 is, of course, effective to rebalance the
network.
It will be seen that with the arrangement of
this ?gure, the auxiliary turbine is employed not
only to obtain additional power that would other
wise be wasted but also to improve the operation
of the main turbine control system in maintain
ing within the exhaust gas conduit a pressure
such as to tend to cause proper operation of the
turbine.
It will be obvious that numerous other modi
30 ?cations may be made within the spirit and scope
of the appended claims.
I claim as my invention:
1. In a power plant, the combination with an
engine having a superoharging compressor driven
by a ?rst gas operated power means actuated by
exhaust gases from the engine and having aicon
duit leading said gases to said ?rst power means,
of a throttle valve in said conduit for controlling
the ?ow of exhaust gases through said ?rst power
between slider 24! and the right hand terminal
of resistor 252 is likewise changed. F r example, 40 means, a second gas operated power'means con
nected to the conduit to receive exhaust gases
assuming that the knob IE6 is rotated in a
therefrom at the upstream side of said valve, a
counter-clockwise direction to increase the in
second valve for controlling the flow of exhaust
duction system pressure that is maintained by
gases through said second power means, a waste
the turbo supercharger control apparatus, the
outlet connected to the conduit between the two
e?ect of this will be to decrease the voltage ex
valves, a third valve located in said waste outlet,
isting between slider 2M and the right hand
and means responsive to exhaust gas pressures in
terminal of resistor 242. This will cause termi
the conduit for operating the second and third
nal 260 to become positive with respect to termi
valves sequentially.‘
'
nal .265 of ampli?er 2539. The e?‘ect of this, it
2. In a power plant, a combustion chamber,
will be recalled, is to cause motor 1-’; to be ener
means for supplying a fuel mixture thereto, a
gized in such a direction as to cause a clock
?rst gas turbine powered by exhaust gas from
wise rotation of cams l8? and 183. This will in
the combustion chamber and having a conduit
turn cause throttle valve 5| to move towards
leading said gas from said combustion chamber
closed position to increase the pressure main
to said turbine, a second gas turbine connected
tained within conduit 29. Again, the slider 232
to said conduit, a compressor driven by said ?rst
will be moved to the left to decrease the voltage
turbine for supplying compressed air to said fuel
introduced by potentiometer 233. Upon a pre
mixture means, and means for controlling the
determined movement of slider 232, the series
connected networks will again be balanced so 60 pressure'of the air supplied to said fuel mixture
means, said last named means comprising means
that no voltage is applied to the input terminals
responsive to the pressure of the gas in said
260 and 255. The system will now continue to
conduit for varying the flow of gas therefrom
operate to maintain a higher pressure within
through said second turbine to maintain a pre
conduit 29 then previously existed.
In the present form, I ‘have also provided 65 determined pressure in said conduit, and means
responsive to the pressure of said compressed air
means for decreasing the pressure which is
for varying the flow of gas from said conduit
maintained in the exhaust gas conduit 29! when
through said ?rst turbine.
the intake manifold pressure increases. An in
3. In a power plant; a combustion chamber;
crease in intake manifold pressure indicates, all
means for suppling a fuel mixture thereto; a .
other things remaining unchanged, that the ex
?rst gas turbine powered by exhaust gas from
haust gas pressure is greater than necessary.
the combustion chamber'and having a conduit
The potentiometer 2i i is effective to introduce
leading said gas to said turbine; asecond gas
this compensation. Let it be assumed that there
turbine connected to said conduit; a compressor
is a rise in ‘intake manifold pressure. The effect
of this is to cause the movement of slider 2-i5 to 75 driven by said ?rst turbine for supplying .com
pressed air to said fuel mixture means; and means
9,622,390
17
for controlling the pressure ofthe air supplied to
said fuel mixture means, said last named means
comprising ?rst pressure responsive means re
sponsive to a power plant exhaust pressure for
maintaining ‘a predetermined pressure in said
18
haust conduit between said engine and said tur
bins to vary the ?ow of gases through said tur
bine, ?rst pressure responsive means responsive
to the pressure in said intake between said car
buretor and said supercharger, means including
said ?rst pressure responsive means for variably
positioning said ?rst valve means to maintain
through said second turbine, and second pressure
a desired pressure between said carburetor and
responsive means responsive to the pressure of
said supercharger, second valve means located
said compresed air for varying the ?ow of gas
from said conduit through said ?rst turbine, and 10 in said exhaust conduit for lay-passing the ex
haust gases not needed by said turbine, second
means for simultaneously adjusting said ?rst and
pressure responsive means responsive to the
second pressure responsive means to vary the
pressure between said ‘second valve means and
pressure of the air supplied to said fuel mixture
conduit by varying the ?ow of gas therefrom
said ?rst valve means, motor means positioning
means.
’
4. In a power plant; a combustion chamber; 15 said second valve means in accordance with the
pressure sensed by said second pressure respon
means for supplying a fuel mixture thereto; a
sive means, third pressure responsive means
?rst gas turbine powered by exhaust gas from
sensitive to the pressure between said engine
the combustion chamber and having a conduit
driven compressor and said engine, and means
leading said gas to said turbine; a second gas
including said third pressure responsive means
20
turbine connected to said, conduit; a compressor
for controlling said motor means.
driven by said ?rst'turbine for supplying com
7. In combination with a combustion engine
pressed air to said fuel mixture means; and means having an engine driven compressor and an ex
for controlling the pressure of the air supplied to
haust turbine driven supercharger operating in
said fuel mixture means, said last named means
comprising ?rst pressure responsive means re 25 series with a carburetor in the engine manifold
induction system so that air enters the engine
sponsive to a power plant exhaust pressure for
through the supercharger, carburetor,~ engine
maintaining a predetermined pressure in said
driven compressor, and manifold, sequentially,
conduit by varying the ?ow of gas therefrom
and an exhaust conduit with ?rst valve means
through said second turbine, and second pressure
responsive means responsive to the pressure of 30 to regulate the ?ow of gases through the tur
bine of the supercharger and a by-pass valve
said compressed air for varying the flow of gas
means in addition to the ?rst valve means to by
from said conduit through said ?rst turbine, and
pass the gases not needed by the turbine located
third pressure responsive means responsive to the
between
the engine and the turbine; control ap
pressure of the fuel mixture for adjusting said
35 paratus comprising ?rst pressure responsive
?rst pressure responsive means.
means sensitive to the pressure of the intake of
5. In combination, a combustion engine having
the carburetor, a ?rst actuator for positioning
intake and exhaust conduits, a turbine driving
the ?rst valve means, means operatively con
a supercharger positioned in said intake conduit
necting said ?rst pressure responsive means to '
said
?rst actuator to maintain a desired pres
40
a rate determined by the flow of gas through said
sure on the intake of the engine manifold, a
to supply compressed air to said intake conduit at
turbine from said exhaust conduit, a carburetor,
manually operated pressure switch selector for
an engine driven compressor, means connecting
adjusting the operative relation between said re
said carburetor and said engine driven com
sponsive
‘means and said ?rst actuator, a second
pressor in the order named between said super
pressure responsive means sensing the exhaust
charger and said engine in said intake conduit,
pressure between the by-pass valve means and
?rst valve means positioned in said exhaust con
the
?rst valve means, a second actuator for posi
duit between said engine and said turbine to vary
tioning the bypass valve means, means opera
the flow of gases through said turbine, ?rst pres
tively connecting said second pressure respon
sure responsive means responsive to the pressure
in said intake conduit between said carburetor 50 sive means to said actuator, and means connect
ing said pressure selector to adjust the operative
and said supercharger, means including said ?rst
relation between said second pressure responsive
pressure responsive means for varying the posi
tion of said ?rst valve means to maintain a de
means and said second actuator.
8. In combination with a combustion engine
sired pressure between said carburetor and said
having an engine driven compressor and an ex
supercharger, second valve means located in said
haust turbine driven supercharger operating in
exhaust conduit for by-passing the exhaust gases
series with a carburetor in the engine manifold
not needed by said turbine, second pressure re
induction system so that air enters the engine
sponsive means responsive to the pressure between
through the supercharger, carburetor, engine
said second valve means and said ?rst valve
means, and means including said second pressure 60 driven compressor, and manifold, sequentially,
and an exhaust conduit with a control valve to
responsive means for varying the position of said
regulate the ?ow of gases through the turbine
second valve means to maintain a desired pres
of
the supercharger and a by-pass valve means
sure between said second valve means and said
in addition to the control valve to by-pass the
?rst valve means.
gases not needed by the turbine and located
6. In combination, a combustion engine hav
between
the engine and the turbine; control ap
ing intake and exhaust conduits, a turbine driv
paratus comprising a ?rst actuator for posi
ing a supercharger positioned in said intake
tioning the control valve, ?rst pressure respon
conduit to supply compressed air to said intake
sive means sensitive to the pressure of the in
conduit at a rate determined by the flow of gases
through said turbine in said exhaust conduit, a 70 take of the carburetor, means operatively con
necting said ?rst pressure responsive means in
carburetor, an engine driven compressor, means
controlling relation to said ?rst actuator to
connecting said carburetor and said engine
maintain a predetermined pressure on the in
driven compressor in the order named between
take of the carburetor, a manually operated
said supercharger and said engine in said intake
pressure
selector for variably adjusting the]
75
conduit, ?rst valve means positioned in said ex
2,622,390
19
'
20
operative relation between said ?rst actuator
Number
2,245,163
2,283,175‘
2,306,277
2,373,139
2,378,441
and said ?rst pressure responsive means, a sec
ond pressure responsive means responsive to the
pressure in the engine exhaust conduit between
the by-pass valve means and the control valve, a
second actuator for positioning the by-pass valve
means operatively controlled by said second pres
sure responsive means, means including said
pressure selector for variably adjusting the op
erative relation between said second pressure 10
responsive means and said second actuator, a
third pressure responsive means sensitive to in
take manifold pressure, and means including
said third pressure responsive means for variably
adjusting the operative relation between said
second responsive means and said second actua
tor upon changes in intake manifold pressure.
ALWIN B. NEWTON.
?le of this patent:
1,816,787
Moss ____________ __ July 28, 1931
25
Date,
7
Smith __________ __ June 10, 1941
Berger __________ __ May 19, ,1942
Oswald ____'_____ _;_'Dec. 22, 1942
Morris ___________ __ Apr. 10, 1945
Silvester _________ _._ June '19, 1945
Lysholm _________ __ Sept.i25, .1945
Birkigt __________ __ June 25,1946
2,411,227
2,422,744
2,428,830
2,454,588
2,474,203
2,480,621
2,491,380
2,493,476
Planiol __________ __ Nov. 19,1946
O’Neil __________ __ June 24, ‘1947
vBirmann ________ __ Oct.,'14, 1947
Baak ___________ __ Nov. 23, 1.948
Sparrow ________ __ June 21, 1949
Warner _________ __ Aug. 30, 1949
Kutzler __________ __ Dec. 13, 1949
Crum __'_ _____ __'____ Jan. 3, 1950
FOREIGN PATENTS
479,822
513,751
585,208
833,632
.
UNITED STATES PATENTS
Number
Name
Date
.
_
2,385,366,
2,402,725
Number
REFERENCES CITED
The following references are of record in the
Name.
Country
7
Date,
‘
Great Britain ____ __ Feb. 11, 1,938
Great Britain ____ __ Oct. 29, 1939
France __________ __ Feb. 23, 1925
France __________ -_ Oct. 26, 1938