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Патент USA US2404323

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Ju1y16,1946. ~
A. c. STALEY
SUPERGHARGER CONTROL AI’PARATUS
Filed Jan. l, 1942
Í 2,404,323
Patented July 16,1946
2,404,323
~ UNITED i „STATES , ,s PATENT fomce
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SUPERCHARGER CONTROL APPARATUS
Allen C. Staley, Birmingham, Mich., assigner to
Chrysler Corporation, Highland Park, Mich., a
corporationo'f Delaware
Application January 1, 1942,*Serial No. 425,298
"
12’Claims.v (Cl. 12S-119)
1.
, This invention relates to an improved control ‘i `
apparatus for superchargers and associated, fuel
system for internal combustion engines.
Y.
More speciñcally, the invention pertains to an
> improved control apparatus of this kind which is ,
particularly adapted for superchargers of aircraft
engines.
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Y
Other objects of the invention are to provide an
air compressing unit for creating the variable
force required to oppose opening of the spill valve
under diverseoperating conditions which is sub
jected to substantially the same inlet air density
as the supercharger and which is operated at a
speed directly proportional thereto and to pro
,
It is Well known that axial flow as well as other
vide an air compressing unit for this’purpose hav~
ing characteristics such thatthevariation of the
density and volume of the air entering the inlet 10 speed at which it is driven andi the variation of
of the supercharger to the discharge pressure
the density of the air at its inlet produce such
l ,is not maintained within predetermined limits.
changes in the force developedq thereby and op
The limiting discharge pressure, above which
posing opening of the spill valve as vto limit the
aero-dynamic `stalling willv occur, decreases in
discharge pressure of the supercharger to a value
value as the inlet air density decreases.. For each 1.5 vbelow that at which the latter would stall at each
ñxed speed of operation of a given supercharger,
speed of operation and in that air density respec~
the limiting ,discharge pressure follows a1 curve,
tively within relatively wide ranges of speeds and
during variation of inlet air density, which can be
air inlet densities andwithout holding the vsuper
determined experimentally and which is known
charger discharge pressure at unnecessarily low
as the pumping limit curve of the supercharger,_
value at any speed or inlet air density withi
superchargers stall when the relation of - the
Since, in the operation of an aircraft having an
Vsaid ranges.
engine provided with a supercharger, changes
in inlet air density occur with changes in alti
e
Additional objects of the invention are to
provide y»improved manually operable control
tude 'and temperature, discharge pressure-alti- f
tude pumping limiting curves, such as those
shown inFig. 5, may conveniently be relied upon
,to establish the limiting discharge pressure above
which stalling will occur while operating 'at vari
means for a supercharger byv which the engine
ywith which the latter is associated can be throt
-tled; to provide a manually operable spill valve
and a manually operable throttle îvalve in control
means of this kind for reducing the supply of
' air from the supercharger tothe engine by ex
One of the main objects of the invention is the ,30 `hausting a portion of such »air and by obstructing
ous rspeeds and at diverse altitudes.
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provision of control apparatusfor automatically
holding the discharge pressure of a supercharger
below `the pumping limit of `the >supercharger
under conditions of varying speed and varying
the air flow to the engine respectively; to provide
a control system for the above mentioned valves
which is interconnected with each thereof and
adapted to sequentially operate the valves in a
inlet air densities such as result from variations , »
vpredetermined order; and- to» Vprovide a I control
in the altitude and temperatures «at which it is
system of this_kind which, in reducing the supply
operated.
of air to the engine from a‘maximum value, ini- y
"
Y
A further object of the invention is‘ to provide at , tially opens the manually,> operable spill valve and
the discharge end of >a superchar-ger of this kind,
subsequently closes the throttle valve and which,
a spill valve which tends to open under the dis 40 in decreasing the air supply, initially opens the
charge pressure for'variably limiting the latter by
throttle valve andsubsequentlycloses the spill
reducing the pressure and increasing the volume
of the air handled at diverseV speeds, and inlet
air densities such as result from changes in alti
i Still» further- objects of the invention are to '
tude at which operation occurs. l
`;
A still further object of the invention is to p'ro
vide mechanism which isresponsive to both inlet
air density and operative speed of the super,
charger for so automatically variablyopposing
opening of the pumping limit control spillvalve
as to maintain the discharge pressure, throughout
a wide range of speeds and inlet air‘densities,
below different predetermined values correspond
ingto the speed andinlet` air density above‘which
_stalling of the supercharger would'. occur. ' " "
valve.V
.
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provide mechanism in the outlet of `a supercharger
for controllingthe. fuel weight regulating means
~of a liquid fuel injectionlpu'mpinresponse’to >the
weight of air supplied by,> a‘superchargerto an
engine; and to Vprovide mechanism of this kind
which-is so located with .respect to- the outlet
,of the supercharger as to be responsive to .only
that portion of the _air operated upon by the Ysuper
Vcharger which is actually/supplied'to the engine.
An illustrative embodiment of theinvention is
shown in the accompanying drawing. in which: ’
:55 _’Fig. l is anjend elevational viewof (an internal
2,404,323
3
4
Y
' y engine by a conduit 33’ which may be connected
tion.
to an injection nozzle (not shown) arranged to
Fig. 2 is a fragmentary central sectional view
discharge fuel directly into the cylinder heads 15
Y of the supercharger taken on the line v2-'12 of
or into the intake manifold “It of the engine.
, Since the pressure applied in regulating theY
pumpn22rthrough the bellows 23 is a function of
Fig. 1.
Fig.v 3 is a transverse sectional view of one ofk
the blades of the rotor of the supercharger taken
on the line' 3,-173Lof Fig. >2. ~
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the'I square ofA the air velocity inthe discharge
passage" I4, there isa tendency to increase the
`
Fig. 4 is asectiona'l view of one' ofthestation'-V
`> ary bladesV taken on the line 4-4 of Fig. A2.
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Fig. 5 discloses typical pressure altitude pump'- ~
V ing limit curves of
ñowrtype.
.
` of the pump isY variably regulated. Fuel
charge
discharged from the pump 22 is supplied to the
combustion engine having a supercharger and
control apparatus therefor embodying the inven
Y
_.„fuel supply in response to air flow at a greater
~ >‘rate than that desired. This is avoided by vari
a supercharg'er of tha-axial"V î` „ablyñop'posingthe action of the bellows 23 upon
.
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A
Y the bellcrank 29 by the action of a rod ‘I5’ which
`,
Fig. 6’is a sectional view taken on the line 3-.-S 15. A`is attached'at one. end to a bellows ‘I6’ confined '
Y
in' a'chamber 1l andv to the bellcrank 29 atiits
ofV Fig. 2.
Ä
Fig. 7 is an enlarged- sectional View of the spill, 4- - opposite end. The interior of the chamber ‘l'I is
valve and control therefor.
‘- '
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“`
` ` connected by a conduit 'I8 with astatic Pressure
In the form of the invention illustrated in the? I Vchamber 'I9y which communicates with the fuel
drawing, the‘improvedfsupercharger control ap 20 line 80 leading to the inlet side of the pump 22,
The interior of the bellows 'i6' is connected by _a
paratus embodying the-invention is illustrated. as
conduit VSI with a venturi 82'arranged concen
applied to a supercharger,”generally designated
trically of the> fuel line 83. The .venturi 82 sub
`byïthe numeral I0, of the axial flow type which
'
jects the interior 'of the 'bellows »to changesv of
is illustrated in connection with an internal com
bustion engine generally» designated bythe nu 25 pressure in proportionto the'fuel ?low through
the conduit 8i). The bellows 13’ thus acts to re
-meral II suitable `for propelling aircraft and of
duce the fuel increasing action produced’ byÈ the
the type which has a -fuel system injecting _fuel
bellows 23 as to prevent the fuel-air ratio from
into the engine manifold or theengine cylinders.
excessively increasing Ywith increased air iiow.>
The supercharger I9 comprises a YVcasing 1I2
having an air inlet I3 at one e'nd and a discharge 30 This control mechanism is therefore Apredeter
mined to maintain a -fuel-air ratio as demanded
chamberand air outlet I4 and I5 respectively at
by engine requirements 'under' a wide Irange of
itsl opposite end.y Extending centrally through
the casing I2gis a shaft VIgIî'journalled in suitable
bearings Il and I 8` and on which are ñxed a
` series of air propelling elements I9’eachV provid
ed with fan blades 29. ' The fan blades 29 of suc
operating
conditions.
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Privide at the inlet end of the discharge cham
35 ber'I`4 is an exhaust'outlet 3l 'leading to the in
terior of> a casing 32 `and having'an opening 33
communicating with atmosphere. The wall of
cessive air propelling units I9 are of such shape
and pitch as to progressivelyincrease the pres
the casing 32‘has a valve seatv against 'which fa
va1ve'34 bears. The valve 34 is normally held in
sure of the rair passing from the inlet I3 to the
discharge chamber I4 in successive steps. Fixed 40 closedposition by >a bellows 35 to the interior or'
which air under pressure is supplied through a
blades- 2I carried by the casing I2 "arelr disposed
-between blades of successive air propelling units
I9 in order to properly direct the air propelled
by the blades >of/one unit for `further propulsion
of the next'successive unit.
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i
conduit 39. The air-supplied'vthrough the con-v
duit 36 is impelledlbyY a pilot blower _generally
designated by the'nu'meralï31ywhich includes a
45 casing 38, an inlet 38a, and rotor 39.
Therotor
39 is driven in timed relation to operation ofçthe »
Air under pressure delivered by the final air
propelling unit I9 Vis received in the discharge
chamber I4 from which it flows through the'ou‘
supercharger»fwhichf'm'ay bel' 'driven in timedV re`
lation to the crankshaft'ofthe engine Il.y The
supercharger lalso may be driven in 'any vmanner
let I5 to the manifold> of the engine II.
i - ì
The weight of liquid :fuel supplied to the engine 50 from any> suitable power sourcebut’for l`-p`urposes
is’proportioned with respect to the weight of» air
fed thereto from the vsupercharger by» suitably t
controlling the discharge _of liquid fuel from a
variable liquid fuel pump of conventional con
struction, generally designated by the numeral
22. The control vapparatusby which this is ac
of illustration the drawing shows ai drivevfojr the
supercharger comprising ïmeshedfV bevelled :gears
49' and 4I on the supercharger shaft I ß andon>
an intermediate driving shaft 42 respectively»
55
The intermediate shaft 42^is drivingly< Vconnected.
with the crankshaft 43 of' the engine by bevelled
complished comprises'a bellows 23 contained in
gears 44 arid 45. V Mounted; on the shaftn I6 of the
a casing 24, the interior of which is connected by
sup'erchargerY is a worm 45 which is meshed with
a pipe 25 with the interior of the discharge cham- v a worm gear 41 on vthelower end _of a shaft48.
ber I4 so as to maintain pressure inthe casing 60 The upper end of; the shaft 48Afis drivingly con
nected to the rotor 39 of theA pilot lair compressor
24~`proportional to the air pressure in the dis
charge chamber I4- The interior of the bellows
23 is connected by `a pipe 25 with the Venturi
tube 21 disposed centrally of the passage through
the discharge chamber I4 in order to subject the
interior of the ‘bellows to. pressure changes in pro
portion to changes in velocity of air ñow through
by'suitable Ygearing 49,u
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Opening> of" the pumping > limit control spill
valve 34 is thus variably opposed bythe discharge
pressure of the pilot compressor 31- which inturn
varies in accordance with‘looth> the speed .of- op
erationof the supercharger and with variations
in the density of the air> supplied to the Apilot
compressor.V The pilot compressor is .of such con
Venturitube is so located'as to be responsiveonly
to that portion of the air operatedjupon byithe ‘ 70 struction that during all speeds -at" which it is
lsupercharger which is actually fed- to `the engine.`
driven it' operates ‘Well'fwithin its -pumping or
theidischarge chamber and to the engine.YAY The
Theibellows 23»is mechanically connected with
surging limit.y The pilot. corrlpre'ssorA mayjcom
a stem" za attached to the bellows 2a and to a
bellcranlá`29 which is in turn connected with' a
output ofwhichisì predetermined lby î't‘sfconjstruc
pris’e‘anvaxial flow or centriiugaltype'blower, the '
'control rod‘t'e by which the quantity'óf Yfuer dis-ii 75 tion to sdv‘ariabl'y"opposë’opening’of tha-‘pumpi
p
2,404,323
ing limit spill valve 34 as to prevent the discharge
pressure of the'supercharger I0 from exceeding
that value at which aero-dynamic stalling occurs
throughout relatively widecorrelated ranges of
operating speeds and inlet air densities. This is
open valve 52. l.Further movement of. rod‘53 to
the left causes „further movementto the 'leftwof
abutment 64,- and. since this abutment'` is _nowin l '
engagement ‘ with lever 55, `counterfclockwise
movement of the;lever.55 and valve 5.2 takes place
with the valve 52 reaching closed position. A
discharge pressure vfar below its pumping limit
stop, not shown, prevents movement of the valve
during any operating conditions.
l
5I beyond open position. The abutment‘65 `moves
The inlet end of the discharge chamber I4 is
tothe left away from the lever 54. >Theabutment
provided with a second exhaust passa-ge 50 in 10 62 also moves to the left,.but this is possible be
which is disposed a valve 5I for variably obstruct
cause the spring 5I can be and. is.` compressed.
ing vthe escapement of air from the pressure
The rod 53 has now reached an extreme left po- "
chamber I4. The outlet I5 of the discharge
sition, in which the valve 52 is closed, and the
chamber I4 islprovided with a throttle valve 52.
valve 5I is open. Thus the supply of air to the
The valves 5I and 52 may be manually regulated 15 engine is further reduced, not only because the
for changing the supply of air to the engine by
valve 5I is open, but also because the valve 52
a common actuating rod >53 which is shiftably
now obstructs passage of air to the engine. ' >
mounted in supporting structure (not shown).
In order to prevent the discharge air pressure
from exceeding a selected value under any Vop
The, valves 5I and 52 are operatively -connected
by operating levers 54 and 55 respectively with 20 erating conditions, a safety valve SI5V is provided
in an opening 61 formed in the wall fof?thel ex
the control rod 53 in suchv manner that when the
haust passage 50. TheAvalve 66 is normally held
throttle valve 52 is 'fully ppenedï as illustrated in
y'in closed position by a spring (iB-.and is> adapted
Fig. 2, the escapem'entfvalve 5I is'fully'¿ closed.
This is accomplished‘by providing on the rod 53
to open under the discharge pressure when'.the
a collar 56 and a shiftable abutment 51 between
latter exceeds a selected value.
.
Y e
which is disposed a coil spring 58.' The coil
Although but one specific embodiment of the
spring 58 urges the shiftable abutment 51 against
invention is herein shown and described, it will
the operating lever 55 of the valve 52 when the
be apparent that various changesl in -the'siza
control rod 53 is in the position'shown in Fig. 2
shape and arrangement of parts may be made
thereby holding the lever 55 against a stop 59 and
without departing from the spirit of the inven
retaining the throttle valve 52 in open position.
The escapement valve 5I is similarly held in
What is claimed is:
_
closed position under the `vabove conditions by a
1. In a supercharger for supplying air to an
accomplished‘without unnecessarily limiting the
tion.
shiftable abutment 60 which is urged leftwardly
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internal combustion engine; apparatus for main
as viewed‘in Fig. 2 by a coi1` spring 6I bearing 35 taining operation of said supercharger within its- `
against the collar 62 on the rod 53. ' Provided on
the rod 53 is a ñxed abutment 64 which is spaced
rightwardly, as viewed in Fig. 2, from the shift
able abutment 51 in order _to allow lost motion
pumping limit throughout relatively wide ranges
of operating speeds and inlet air densities re
spectively including a spill valve for discharging
, air to atmosphere subjected on one side to and
action between the control lever 55 and the rod 40 adapted to be opened by the discharge pressure
of said superchargen‘and means responsive to
53 during leftward movement of the latter as
changes in both the speed of operation of said su
viewed in Fig. 2.~ A similar abutment 65 is pro
percharger and the air density in the vicinity of
vided on the rod in spaced relation to the shift
its air inlet for variably urging said valve toward
able abutment 60 in order to allow lost motion
action between the rod 53 and the operating le 45 its closedA position with a force varying directly
in accordance with speed'and directly with re
ver 54 of the escapement valve 5I when the rod
spect to inlet air density.
" '
53 is shifted rightwardly as viewed in Fig. 2.
2. In a supercharger for supplying airV to' an
In the foregoing control apparatus, when the
internal combustion engine; apparatus for main
maximum supply of air is beingA fed to the- en@y
gine, the escapement valve4 5I is closed ‘and the 50 taining operation of said supercharger within its
pumping limit throughout relatively wide ranges
throttle valve 52 is fully opened asl illustrated in
of operating speeds and inlet air densities respec
the drawing. In this positionthe spring _58 is
compressed, and the abutment 64 is «spaced ri'ght- i tively including a' spill valve subjected on one side
to and adapted to be opened Aby the dischargewardlyof the' lever 55. The control ¿rod 5_3is‘in
an extreme right position. Movement fof the rod 55 pressure of'said supercharger, and'means respon
53 to the left causes the collar; 6:2 to be moved to
the left, the collar 62 acting through the spring
sive‘to changes in both the speed of operation of
said supercharger and its inlet air density forr
6I to move the abutment` B0 tothe left. f This , variably urging said valve toward its closed posi
tion with a force varying in accordance with
causes the lever 54 to be rotated counter-clock
wise, and the valve 5I to be moved to open‘posi# .60 speed and inlet air density,` said means including
anair pressure responsive element operating on
tion. The abutment G5 also moves to the left
the other side of said valve, a pilot air compres
with the rod 53,' thereby permitting the above to
sor having an air inlet subjected to substantially '
happen. In the meantime the abutment 64v has
the same air density as the air inlet of said su
been moving to the left and has flnally reached
percharger and having a discharge outlet con
the lever 55 but has not moved the lever 55
nected with said element and mechanism for
counter-clockwise so as to disturb the open po
driving said pilot air compressor in timed rela->
sition of the valve 52. The collar 5E has also
moved'to the left, but the spring 58, because of f tionship with respect to said supercharger.
3. In a supercharger for supplying air to an
its expansion from a compressed state, main
tains the abutment 51 in engagement with the -70 internal combustion engine; apparatus for main
taining the discharge pressure of said super
lever 55, thereby maintaining the open condi
charger within the limits of a definite predeter
tion of the valve 52. Thus the rod 53y is in an
mined pumping limit vcurve-throughout a sub
intermediate position, and _both valve y 5I and
valve 52 areA open. Opening ofthevalve 5I de
creases the ño'w» »of lair toï'the 'engine past the
stantiallyA wide range of inlet* ai-r vdcnsitieslfor
each of a plurality of operating speeds-cisaid 'su
gnomes
58
percharger` .includingQa -spill valve sulaiíected` on
tuating said', valves and ‘means voperativ'ely. corn
one sidel toand adapted to be opened yby the dis"
charge pressure" of. said 'superc-zh'arger,` means re-.
necting. saidA rod 'with ‘said’ mainioutlet 'and es
cap'e‘ment Valves respectivelyinchiding fa .valve
operating lever' associated with each. ValveV and
spaced yield'able and; ñx’ed elements ‘on opposite
sidesv of' “each of' "said-_Lievens "r'e‘spèctivelyç lsaid
yieldable 'abutments îbeiïng ‘adjacent each other
and adapted toacconìmodatemovement of each
Y sponsive to. >both the speed. of operation. îof‘said
su¿1;>erchargerV andv .its vinlet air density. lfor Vari
V,ably‘opposing'opening of> -said spill valve includ'
ing a pilot air 'compressor driven in timed. rela
tion to- said super-charger. laiidan air :chamber
connected Withfthe discharge thereof, forapply
ing a valve closing k:torce on the opposite side >‘ci
said'spilLvalve.>
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lev‘e'r by? itsV associated ñXed abutment While
theother- lever remains at rest during movement
of“ saidl rodf in respectively-'opposite ~’directions
‘
throughout; a , predetermined portion of-` its range
41111 a supercharger for supplying air to. an
interina] combustion engine; apparatus for mainn
taining the discharge .pressure of said: super
of‘move'ment.
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8.~ The method «of maintaining operation-'of
charger'within the limits. of a definite predetere 15 a supercharger for aninternall combustion en"-v
gine` within its pumpingl limitV which- consists in
minedpuanping llimit curve throughout a sub
variablyfd-ischarging air to atmosphere` from the
dischargefcharnber ofv saidsupercha-rger, andA var
lably opposing such discharge of airl autolrlati`>cally in accordance with variationsinA the Vinlet
air; density andspeed of operation of» said super
stantiallygwide 'range oiinlet air densitiesfor
each. of Ya plurality 'of operating. 'speedsï’of said
vsupercharger including a spill valve'subjected on
oneìside to andadapted'tobe.opened by,- the dis-v v
chargé; pressure of said> supercharger', meansree
'sponsii/ÍeV toiboth the speedf'o‘f operation of said
charger bythe force of aïsource‘oi> airpressure
Varyingv in pressurefdirectly with respectto Vari
superchargerand its inlet air dens-ity for Variv~
ablyxopposing opening of said` spill valve including
ations in 'speed _ of operation , ofV 'said ~ supercharger
a pilot air compressorfdrivenin timed relation to' 25 and inversely with- respectfto variations- in the
altitudejat which it is operated;
sai'clrsupercharger andanair cl'iamberA connected
9. AA fuel and, air charging systeml -for an-«in
ternal _combustion engine comprising-_; a variable
liquid fuel pump having a> control'memberffor
/Withjthe discharge thereof;V for applying ava-ive
Vclosingforce on the opposite Y'side ofjsaid spill
Vvalve, said'air compressor being so constructed
and drivingly connected l»with saldi sup‘ercharg r 30 predetermining the Weight: cfjA fuelv ldisclfrarged
therefrom, an axial flow superchargerhaiìing an
as to operate well Withinfits pumping limit
air inlet -andj ai» compressed air outlet communi'
throughout the operating rangejiof said- supercharger andk throughout the variations of the
cati-ng with said engine andfrincluding pressure
and y»pumpinglimit control mechanism hai/ing air
inlet air density towhich it is subjected'in nor->
mal
operation».V
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35
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5. In a supercharger for supplying air to an
spilling outlets spaced onthe up stream s_ide of
said compressed air outlet, and apparatus _for ac.
tuating said . fuel Ypump -Àcontrol4 member includ
Vinternal combustion engine of an aircraft; ap
ing; an_¿ element responsive to „anyV condition-1 and
located in the air stream ¿propellediby' said super
charger between said airfspill'ingg outletsandsaid
paratus >for maintaining the discharged pressure
of said supercharger Within the limits of a definite
predetermined pumping limit curve during opera 40
compressedI air outlets, said element being sub
tion at a substantially Wide range of altitudes in
jected-to the/action ofi-only -that portion of the
cluding a Valve for' exhausting air from the dis
air operated uponlby said supercharger which is
discharged »from vsaid .compressed air outlet.
charge side of said supercharger adapted to be
opened by discharge pressure,v and mechanism
for urging said valve toward closed position with
-10. Afueland air charging systeïnfór änin
tern'al combustion e?ginecòlñ'ñris'iñg a Variable
liquidfuel pump having vavcòntrol «iìiemberfor
preclet'erinini?g> the weight.v of- fuel. discharged
.force oit-variable magnitude, said mechanismïbe
ingfso constructed and, arranged‘as to lvary- said
' force inversely With respect to variations in alti
tude and directly with respect tovariationsin
speed ofy operation of said compressor.-
,
therefrom, an ~ axial flow ,supercharger ha'iîing van
50 air inlet ¿and à comprëss‘ëdiàîr öiïtl'ê't. Öôî?'?iìlîi
catihgäwïthesaid engine, mechanism fòrÍ Öonf?öl
ungîtnesuppIyî of air, from' said-Compressed'au
Outlet Comprising a Variab1è._ throttle Valv'èiñ Said
outlet and a variable air spillingputlet spaced ,on
the up stream side from said'compresseu air-'out
V6. lnasupercharger having a dischargecham
uerpgovided wit-ha main outlet for»gsupplgying> air
to an' internal combustionA engine and an escape.
ment outlet for discharging air r-tovatmosphere",
mechanism for controlling the Lsupplyßi air; to
saidl engine including avait/ein said-_ main outlet,
a valve in said escapementoutlet,k and »control ,
corîtrol‘mëmbver including an elementrresp'orïsiìle
apparatus-.for‘opening and closing said valves in
predetermined sequence,- fsaidfcontrol apparatus
to >air conditions and- located, between said. air
spîllil’lgY Outlet á?ldsaîd Compressed ai? Outlet,
said/element being'subjettedto the actìonof that
being so constructedîand arranged as;> toY initially
positively open said--escapement valve and sub? .
sequently close said main‘val'ige during reduction
ot the> supply of air to said engine froma-.maxi->
mum-toga minimum value andtoj, initially’open
said. main valve and-_subsequently positively close
saidlescapement Valve during increasing of the
' supply'ot air to said engine ironia minimumV toa
maximum Value.
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'7. In a supercharger having> a discharge cham
65
portion onlyA of__ thel air. operated nlip'òri . by said
superchargerwhich is discharged from' said coin
pre's’sïed‘ all", Outlet.
1l.,k A fuel and airv chargingsystem for anin
ternalco'mbustion _engine comprising a _Variable
liquidI fuel .SupplyV system having ,a control mem
ber for predetermining the weight of `fuel dis
charged ~ therefrom,_> a /superchar'geii having' an
airmiet and ai compressed air, outlet communi
ber> providedwith a'main outlet. forgsupplying air 70 eating» with said engine,`r mechanism> for' con
trolling the supplyv of. air'ffrorn, said compressed
capenient ïoutlet,> mechanism Lfor* controlling> the
air outlet comprising. aV variable.. throttle. valvein
supply of A`air to «said ¿engine `including -af valve
said outlet f and»_an:> air .spilling Íoutlet ,spaced ‘on
toy an internal combustion engine and- an es
- ineßaidìime-in Outlet@ @Wein-.Said ,escapement
the upstream sidefrom-vsaid compressed‘air out
75 let; andapparatus »f‘fonactuatinggsaid -fuelfsysteni
2,404,323
10
control member including an element responsive
within its pumpmg limit Which consists in var
iably discharging air to the atmosphere from the
spilling outlet and said compressed air outlet,
discharge chamber of said supercharger, and
said element being subjected to the action of that
Variably opposing such discharge of air-*automat
portion only of the air operated upon by` said 5 ically and directly with variations in the inlet air
supercharger which traverses said location.
density and directly with variations in speed of
to air conditions at a location between said air
12. The method of maintaining operation of a
supercharger for an internal combustion engine
operation of said supercharger.
-
ALLEN C. STALEY.
'
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