Turbine starter system

Abstract

A turbine starter system for forced air induction to a compressor wheel of a turbocharger is disclosed. The turbine starter system comprises a chamber, a valve in the chamber for restricting airflow and an eBooster in connection with the chamber having a starter inlet and a starter outlet. The valve is positioned between the starter inlet and the starter outlet. The turbine starter system is configured to receive pressurized air. the pressurized air directed towards the compressor wheel.

Description

TURBINE STARTER SYSTEMCross-Reference to Related Applications

[0001] This application claims priority under 35 U.S.C. §119(e) to US Provisional Patent No. 63 / 779,910 filed on March 28, 2025. which is incorporated herein.Technical Field

[0002] The present disclosure generally relates to induction systems for engines, and more particularly relates to starter systems for compressors.Background

[0003] Turbo generators may be used in various applications, from power generation in remote locations to combined heat and power systems for commercial and residential use. In order to start such a turbo generator, forced induction systems, such as turbochargers, superchargers, and electric driven compressors, referred to as “eBoosters, ” have been developed. These starter systems operate by supplying a flow of air supplied to the turbo generator's combustion chamber, thereby allowing for a mixture of fuel and the flowing air to be combusted.

[0004] A "turbocharger" is a device designed to increase the performance of an internal combustion engine, including turbo generator, by compressing incoming air and thereby allowing for greater fuel combustion and increased power output. In parallel, an electrically driven compressor serves a similar purpose but operates using an electric motor rather than relying on exhaust gases. These systems offer rapid air compression, reducing lag and improving overall efficiency, making them particularly suitable for turbo generators.

[0005] Starter system options for turbo generators present several significant challenges. These include the utilization of a hydraulically driven Pelton wheel and a direct drive electric motor mounted on one of the turbo shafts. Challenges such as packaging constraints, issues related to oil flooding in the bearing housing, design constraints, elevated costs, concerns about thrust bearings, and energy losses within the air system require a need for innovative solutions to enhance the performance and efficiency of starter systems, such as turbo generators and electrically driven compressors, for engines and turbo generators.Summary

[0006] In accordance with one aspect of the disclosure, a turbine starter system for forced air induction with flow to a combustor of a turbo generator engine is disclosed. The turbine starter system comprises a chamber and a valve positioned within the chamber for restricting airflow. An eBooster is provided in connection with the chamber, the eBooster having a starter inlet and a starter outlet, with the valve positioned between the starter inlet and the starter outlet. The turbine starter system is configured to receive air, and the air is directed towards the combustor to facilitate the startup process by ensuring a controlled supply of pressurized air.

[0007] In accordance with another aspect of the disclosure, a turbocharger is disclosed comprising a turbine wheel, a compressor positioned to increase the pressure of air. and a shaft rotatably coupling the turbine wheel and the compressor. The turbocharger further includes a turbine starter system for forced air induction with flow to a combustor of a turbo generator engine. The turbine starter system includes a chamber, a valve within the chamber for restricting airflow, and an eBooster in connection with the chamber. The eBooster has a starter inlet and a starter outlet,with the valve positioned between the starter inlet and the starter outlet. The turbine starter system is configured to receive pressurized air. which is directed towards the combustor to initiate and enhance combustion during startup.

[0008] In accordance with another aspect of the disclosure, a method of forced air induction with flow to a combustor of a turbo generator engine is disclosed. The method includes installing a turbine starter system proximate to a compressor wheel of the turbocharger, wherein the turbine starter system includes a chamber having an inlet and an outlet, a valve, and an eBooster connected to the chamber via a starter inlet and a starter outlet. The valve is positioned in the chamber between the starter inlet and the starter outlet. The method further includes activating the eBooster to provide a starting airflow to the compressor wheel, and providing air into the inlet of the chamber system to facilitate initial air compression and flow towards the combustor.

[0009] These and other aspects and feature of the present disclosure will be better understood upon reading the following detailed description when read in conjunction with the accompanying drawings.Brief Description of the Drawings

[0010] FIG. 1 is a perspective cut-out of a turbocharger, according to an embodiment of the disclosure.

[0011] FIG. 2 is a perspective exploded view of a direct nozzle assembly connected to the turbocharger of FIG. 1, according to an embodiment of the present disclosure.

[0012] FIG. 3 is a side view model of airflow patterns from the direct nozzle assembly, according to an embodiment of the present disclosure.

[0013] FIG. 4 is a perspective cut-out view of the direct nozzle assembly connected to an air fdter assembly of a starter airflow for the turbocharger of FIG. 1, according to an embodiment of the present disclosure.

[0014] FIG. 5 is a flow chart of a system of forced induction to the turbocharger of FIG. 1, according to an embodiment of the present disclosure.

[0015] FIG. 6 is a flow chart of a method of forced induction to the turbocharger of FIG. 1, , according to an embodiment of the present disclosure.

[0016] FIG. 7 is a perspective cut-out of a turbine starter system, according to another embodiment of the present disclosure.

[0017] FIG. 8 is a perspective view of a turbine starter system, according to another embodiment of the present disclosure.

[0018] FIG. 9 is a perspective view a valve in a closed position, according to an embodiment of the present disclosure.

[0019] FIG. 10 is a perspective view of the valve in an open position, according to an embodiment of the present disclosure.

[0020] FIG. 11 is a front view of the turbine starter system of FIGS. 7-8 and the valve of FIGS. 9-10 in an open position, according to an embodiment of the present disclosure.

[0021] FIG. 12 is a cut-away view of the turbine starter system of FIGS. 7-8 and the valve of FIGS. 9-10 in an open position, according to an embodiment of the present disclosure.

[0022] FIG. 13 is a schematic diagram of the turbine starter system of FIGS. 7-8, according to an embodiment of the present disclosure.

[0023] FIG. 14 is a flow chart of a system of the turbine starter system of FIGS. 7-8, according to another embodiment of the present disclosure.

[0024] FIG. 15 is a flow chart of a method of forced induction of the turbine starter system of FIGS. 7-8. according to an embodiment of the present disclosure.

[0025] FIG. 16 is a perspective view of a turbine starter system and ebooster connected to a volume chamber in the turbocharger of FIG. I. according to another embodiment of the present disclosure.

[0026] FIG. 17 is a perspective rear view of a turbine starter system, filter, and ebooster arrangement for the turbocharger of FIG. 1, according to another embodiment of the present disclosure.

[0027] FIG. 18 is a perspective front view of a turbine starter system, filter and ebooster arrangement for the turbocharger of FIG. 1, according to another embodiment of the present disclosure.

[0028] FIG. 19 is a perspective view of a turbine starter system, ebooster, and open filter arrangement of the turbocharger of FIG. 1, according to another embodiment of the present disclosure.

[0029] FIG. 20 is a perspective view of a turbine starter system, ebooster, and closed filter arrangement of the turbocharger of FIG. 1 , according to another embodiment of the present disclosure.

[0030] FIG. 21 is a perspective close up the open filter of FIG. 10, according to another embodiment of the present disclosure.

[0031] FIG. 22 is a close-up cross section of the open filter of FIG. 10, according to another embodiment of the present disclosure.

[0032] FIG. 23 is a side view of the air flow in the turbine starter system of FIG. 10, according to another embodiment of the present disclosure.

[0033] FIG. 24 is a side view of FIG. 10 with a closed filter, according to another embodiment of the present disclosure.

[0034] FIG. 25 is a schematic diagram of the turbine starter system 700, according to an embodiment of the disclosure

[0035] FIG. 26 is a flow-chart of a method of forced air induction to a turbocharge, according to an embodiment of the present disclosure.

[0036] The figures depict one embodiment of the presented disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles described herein. Detailed Description

[0037] Referring now to the drawings, and with specific reference to the depicted example in Fig. 1, a turbocharger 100 for a turbo generator is shown. While the following detailed description describes an exemplary aspect in connection with the turbocharger 100, it should be appreciated that the description applies equally to the use of the present disclosure in turbochargers, electric turbochargers, electrically driven compressors, and other forced induction systems for other applications including but not limited to gasoline generators, diesel generators, intercooled & recuperated power generators, rotary engines, gasoline combustion engines, and / or diesel engines employed in power generators.

[0038] The turbocharger 100 includes a turbine wheel 102. a compressor wheel 104 and a shaft 106 for rotatably coupling the turbine wheel 102 and the compressor wheel 104. The shaft 106 extends through a bearing housing 108. The turbine wheel 102 may be located within a turbine housing, and the compressor wheel 104 may be located in a compressor cover, as generally known in the arts. The compressor wheel 104 may be an impeller wheel, or a wheel-like component responsible for compressing air or gas ina compressor, turbochargers, or similar machinery, as generally known in the arts. The shaft 106 may be provided in a shaft bore 110 in the bearing housing 108.

[0039] The turbine wheel 102 may be rotationally driven by exhaust gas exiting the turbocharger 100. The rotation of the turbine wheel 102 is communicated to the compressor wheel 104 by the shaft 106. The compressor wheel 104 may be used to increase the pressure of intake air prior to the air mixing with fuel for combustion in an engine or power generator. The rotation of the turbine wheel 102 creates a forced vortex, where the particle velocity and pressure change proportionally to the radius of rotation.

[0040] Now referring to Fig. 2, Fig. 2 illustrates a perspective exploded view- of a direct nozzle assembly 200 connected to the turbocharger 100, according to an embodiment of the present disclosure. The direct nozzle assembly 200 may provide a direct impingement flow7of compressed air to the compressor wheel 104 of the turbocharger 100. The direct nozzle assembly 200 includes a hollow cylindrical body- 202, a nozzle ring 204 body around an end of the hollow cylindrical body 202, and a cover plate 206 configured to connect to an outer cover 208 of a compressor wheel cavity 210 on the turbocharger 100.

[0041] One or more flow7channels 212 are provided through the nozzle ring 204 and / or hollow^ cylindrical body 202. The nozzle ring 204 is positioned on the hollow7cylindrical body 202 to allows for the flow channel(s) 212 to be provided through the perimeter of the nozzle ring 204, through the hollow cylindrical body 202, and to a hollow space 214 of the hollow7cylindrical body 202. The nozzle ring 204 may add additional length to the flow channel (s) 212 for accommodating various designs to achieve efficient fluid flow, and facilitate vortex-like airflow7dynamics to the compressor wheel 104.

[0042] The flow channel(s) 212 may be further provided at an angle to facilitate airflow or vortex type airflows to the compressor wheel 104. The direct nozzle assembly 200 may be provided to surround the compressor wheel 104 so that pressurized air is fed to the flow channel(s) 212 of the direct nozzle assembly 200 to rotate the compressor wheel 104 via impulse energy. Rotation of the compressor wheel 104 forces air to flow in the ‘"forward’' direction through the turbo generator engine, without adding additional valving to the engine.

[0043] The flow channel (s) 212 may be precision-engineered conduits, efficiently directing the flow of air from the direct nozzle assembly 200 into the hollow space 214 residing within the hollow cylindrical body 202 and may be provided in an angled orientation to enhance the overall airflow dynamics within the system. The direct nozzle assembly 200 may be adjacent to or encircle, in whole or in part, the compressor wheel 104, to ensure that pressurized air is effectively supplied to the compressor wheel 104.

[0044] The turbocharger 100 may be provided with an electrically driven compressor connection 216. The electrically driven compressor connection 216 may provide primary' or secondary' airflow from an electrically driven compressor. The electrically driven compressor connection 216 directs pressurized air generated by an electrically driven compressor to the direct nozzle assembly 200. This directed airflow may initiate and maintain the rotation of the compressor wheel 104, which, in turn, influences the flow of air through the turbo generator. Pressurized air may alternatively be provided by an air pump, compressed air tank, or similar pressured air supply machines which may be connected to the electrically driven compressor connection 216.

[0045] Now referring to FIG. 3, a side view model of airflow patterns from an indirect nozzle assembly7300 is illustrated, according to an embodiment of the presentdisclosure. FIG. 4 illustrates the vortex flow pattern of direct impingement to the compressor wheel 104 with the indirect nozzle assembly 300. This vortex flow pattern, as shown in FIG. 4 maximizes the efficiency of air intake and compression within the turbocharger 100. The indirect nozzle assembly 300 directs a concentrated stream of air precisely onto the compressor wheel 104, creating a spiraling airflow and / or vortex airflow with the axisymmetric groove 308 that drives rotation of the compressor wheel 104 and supplies air toward the combustor.

[0046] The integration of the direct nozzle assembly 200 or the indirect nozzle assembly 300 into a turbine starter system within the turbocharger 100 helps ensure sufficient airflow or pressurized air is provided for startup of a turbo generator, engines, and similar machines. The direct nozzle assembly 200 and / or indirect nozzle assembly 300 may facilitate a seamless and reliable startup process, enhancing the overall efficiency of the turbo generator.

[0047] During the startup sequence of a turbo generator, airflow may commence with, for example, 0.1 kilograms per second of airflow7due to the energy7provided by the starter system. This facilitates purging of fresh air in the combustor and forwarddirection airflow7through the turbo engine, providing the appropriate initial conditions to introduce fuel and begin combustion. As the turbo generator combustion process begins, airflow7may increase to, for example, 0.6 kilograms per second as the starter system continues to assist the initial start-up sequence. After the turbo generator turbine engine has reached, for example, 0.6 kilograms per second of airflow, the combustion process will be self-sustaining and the starter system can be shut off. The run-time of the starter system may be 120 seconds for a cold engine, or 10 seconds for a w7arm engine, although other durations are possible. For example, the initial airflow of 0.1 kg / s may vary from 0.05kg / s up to 0.2 kg / s. The higher airflow of 0.6 kg / s may varyfrom 0.3 kg / s up to 0.6 kg / s. The cold startup time may vary from 20 seconds up to 200 seconds. Warm startup time may vary from 5 seconds up to 30 seconds.

[0048] Now referring to FIG. 7 and FIG. 8 which illustrate an embodiment of a turbine starter system 700 for the turbocharger 100 of Fig. 1. FIG. 7 illustrates a perspective view of a turbine starter system 700, according to another embodiment of the present disclosure. FIG. 8 illustrates a side view of the turbine starter system 700 of FIG. 7. The turbine starter system 700 comprises an eBooster 702 connected to a chamber 704 in the turbocharger 100. The chamber 704 is configured to receive an intercooler airflow 706 directed towards a compressor inlet 708 to the compressor wheel 104. The chamber 704 is configured to receive the intercooler airflow 706 from an intercooler for operational airflow.

[0049] The turbine starter system 700 is also designed to supply eBooster starting airflow in the starter chamber 704. The eBooster 702 is connected to the chamber 704 via a starter inlet 710 for supplying air to the ebooster 702, whereby the eBooster 702 directs the air compressor to supply eBooster starting airflow, bypassing a valve 712, to the chamber 704 via a starter outlet 714.

[0050] The starter inlet 710 supplies air from eBooster starting airflow to the ebooster 702 into the chamber 704. By way of example, the direct nozzle assembly 200 or the indirect nozzle assembly 300 discussed above with respect to Figures 2-4, may be installed in the chamber 704 such that the airflow from the ebooster causes rotation of the compressor wheel (e.g., compressor wheel 104), that is dow nstream of the chamber 704. The valve 712 is positioned in the chamber 702 between the starter inlet 710 and the starter outlet 714. The valve 712 is configured to respond to airflow direction and gravity. A mount 716 may be provided for positioning the eBooster 702 in the turbine starter system 700.

[0051] Now referring to FIG. 9 and 10 which illustrates an exemplary valve 712 in the turbine starter system 700 for the turbocharger 100 of Fig. 1. FIG. 9 illustrates a perspective view of the valve 712 in a closed position, according to another embodiment of the present disclosure. FIG. 10 illustrates a perspective view of the valve 712 in an open position.

[0052] The valve 712 comprises a flap 800 that may include a plurality of slots 802. The plurality of slots 802 may permit a minimal amount of air to flow through the valve 712 when the valve is otherwise in the closed position. When the turbine starter system 700 detects or experiences reverse flow, the flap 800 closes to direct starting airflow from the eBooster 702 to the starter chamber 704. When the turbine starter system 700 detects or experiences positive airflow, the flap 800 opens to allow normal combustion airflow from the intercooler to proceed through the chamber 704. The valve 712 may operate without the need for electronic controls, relying on the mechanical response to airflow and gravity .

[0053] The flap 800 may be closed during reverse flow conditions and during the startup phase. The valve 712 utilizes gravity' to maintain a closed position when airflow is insufficient to overcome its weight. During startup, as pressurized air from the eBooster 702 is directed through the starter inlet 710, the airflow force from the eBooster 702 and gravitational force cause the flap 800 to close such that the air from the eBooster flows into the chamber 704 and onto the compressor wheel 104 downstream of the chamber 704. After startup, when the compressor wheel 104 is spinning at a minimum speed, the compressor wheel 104 will draw' more air than is provided by the eBooster 702. At this time, the valve 712 will open to provide the additional airflow. The valve 712 may be fabricated from high-temperature-resistant alloys or stainless steel, ensuring durability in high-heat environments, whilelightweight polymer composites may be used in applications requiring reduced mass and improved responsiveness to airflow changes.

[0054] Now referring to FIG. 11 which illustrates a front view of the turbine starter system 700 of FIG. 7 with the flap 800 open, according to an embodiment of the present disclosure. FIG. 12 a cut view of the turbine starter system 700 taken along line 12 — 12 of FIG. 11 with the flap 800 of the valve 712 open, according to another embodiment of the present disclosure.

[0055] During the startup phase, an intercooler airflow 706 may be provided to the eBooster 702 through the starter inlet 710, whereby the eBooster 702 is activated to provide direct a starting airflow, bypassing the valve 712, through the starter outlet 714 and towards the compressor 104. The starter outlet 714 may be provided at an angle to promote vortex-like airflow in the starting airflow provided by the eBooster 702. The eBooster 702 may be any type of electrically driven compressor having an eBooster core, fan, and / or compressor, as generally known in the arts.

[0056] Once the engine achieves a self-sustaining operation, the starting airflow from the eBooster 702 may be discontinued, and the flap 712 opens to allow unrestricted operational airflow through the air filter 708. The eBooster 702 remains directly connected to the chamber 704, ensuring that pressurized air is available when needed to restart the system or maintain optimal conditions within the chamber 704.

[0057] Now referring to FIG. 13, a schematic diagram of the turbine starter system 700 is illustrated, according to an embodiment of the disclosure. FIG. 13 illustrates the overall configuration and operational elements of the turbine starter system 700. The eBooster 702 includes a compressor, supplying the necessary starting airflow7into the system. This starting airflow is directed through a starter inlet air pipe into the volume chamber 704, which serves as a neutral volume betw een thefilter 708 and the compressor wheel 104. The valve 712 is positioned to ensure that the airflow is directed properly and to prevent reverse airflow.

[0058] During the startup phase, the eBooster 702 acts as an air pump, providing pressurized air into the volume chamber 704 through the starter outlet 714. The valve 712 may be mounted on a pivot points and close due to gravity and backpressure, ensuring that the starting air is forced through the system and into the compressor wheel 104. The valve 712 may close or open by a spring force, as generally known in the arts. This valve 712 ensures efficient airflow management and initiates the rotation of the compressor wheel 104. Once the system is self-sustaining, the starting airflow from the eBooster 702 is stopped, and normal airflow lifts the valve 712, allowing air to flow through the volume chamber 704, and into the compressor wheel 104. This process maintains the system's efficiency and ensures that only clean, filtered air reaches the turbocharger 100.

[0059] While the valve 712 is primarily described as a gravity-assisted flap valve, alternative configurations may include a spring-loaded flap valve, spring-loaded poppet valve, electronically actuated butterfly valve, or a flexible flapper valve. These variations provide options for optimizing airflow control based on system requirements and environmental conditions. The turbine starter system 700 is configured to provide pressurized air directly to the combustor, allowing for placement upstream or dow nstream of turbochargers while ensuring optimal airflow delivery. This flexibility enables integration into various engine architectures without reliance on a specific turbocharger or compressor arrangement.

[0060] Now referring to FIG. 16, which illustrates a perspective view of a turbine starter system 1700 and an eBooster 1702 is connected to a volume chamber 1704 proximate to the turbocharger 100 of FIG. 1, according to another embodiment of thepresent disclosure. The turbine starter system 1700 is designed to supply starting airflow from the eBooster 1702 to create a neutral volume 1706 in the volume chamber 1704 between a filter 1708 and an inlet 710 to the compressor wheel 104. The eBooster 1702 is also known as the electrically driven compressor 310.

[0061] A plurality of flaps 1712 may be disposed across the filter 1708 within the volume chamber 706 that responds to airflow direction and gravity. When the system experiences reverse flow, the flaps 1712 close to direct starting airflow from the eBooster 1702 to the volume chamber 1704. Conversely, when the system experiences positive flow, the flaps 1712 open to allow combustion airflow to proceed through the filter 1708 into the volume chamber 1704. The turbine starter system 1700 may operate without the need for electronic controls, relying on the mechanical response to airflow and gravity. The design makes efficient use of the space defined by the filter 1708, which may be an industrial air filter as generally known in the arts.

[0062] The turbine starter system 1700 ensures the flaps 1712 are closed during startup, thereby ensuring the air from the eBooster 1702 flows to a compressor inducer 1710 instead of flowing in reverse through the filter 1708. Once the engine achieves a self-sustaining operation, the starting airflow from the eBooster 1702 may be discontinued, and the flaps 1712 open to allow unrestricted operational airflow through the filter 1708

[0063] The eBooster 1702 remains connected via a chamber connector 1714, ensuring that pressurized air is available when needed to restart the system or maintain optimal conditions within the volume chamber 1704. The plurality of flaps 1712 are provided on a backplate 1716 positioned between the filter 708 and the volume chamber 1704.

[0064] Now referring to FIG. 17, which illustrates a perspective rear view of the turbine starter system 1700, the filter 1708, and ebooster 1702 arrangement for the turbocharger 100 of FIG. 1, according to another embodiment of the present disclosure. The ebooster 1702 is connected to the filter 1708 and the turbine starter system 1700, ensuring efficient airflow management and integration within the turbocharger 100 setup.

[0065] The filter 1708 is designed with a series of flaps 1712 that operate in conjunction with the turbine starter system 1700. These flaps 1712 open and close based on airflow direction to manage air intake during different phases of operation. This ensures that clean, filtered air enters the system, protecting the turbocharger 100 and enhancing its performance.

[0066] The eBooster 1702 supports maintaining the pressure within the volume chamber 1704. By supplying pressurized air, it assists in achieving the necessary¬ conditions for efficient combustion and startup of the turbocharger 100. The integration of the eBooster 1702 with the filter 708 and turbine starter system 1700 provides for managing airflow and maintaining optimal performance across various operating conditions.

[0067] Now referring to FIG. 18, a perspective front view of a turbine starter system 1700, the filter 1708, and eBooster 1702 arrangement for the turbocharger 100 of FIG.1 is illustrated, according to another embodiment of the present disclosure. The flaps 1712 are positioned to regulate airflow based on the direction and pressure conditions. When the system detects reverse flow, the flaps 1712 close. Conversely, duringnormal operation, the flaps 1712 open to allow filtered air to flow freely into the turbocharger 100.

[0068] Now referring to FIG. 19, which illustrates a perspective view of a turbine starter system 1700, eBooster 1702, in an open filter arrangement for the turbocharger 100 of FIG. 1, according to another embodiment of the present disclosure. The open filter arrangement illustrates the flaps 1712 in their open state, allowing maximum airflow through the filter 1708 and into the volume chamber 1704. The eBooster 1702 is connected to this setup, supplying pressurized air to maintain optimal conditions within the volume chamber 1704.

[0069] The positioning of the eBooster 1702 in relation to the open filter arrangement ensures efficient airflow management. The eBooster 1702 directs pressurized air into the volume chamber 1704, while the open filter arrangement allows for unrestricted airflow during normal operation.

[0070] Now referring to FIG. 20, which illustrates a perspective view of a turbine starter system 1700, eBooster 1702, in a closed filter arrangement for the turbocharger 100 of FIG. 1, according to another embodiment of the present disclosure. In the closed filter arrangement, the flaps 1712 are depicted in their closed state, which occurs during reverse airflow conditions or when the system is at rest due to gravity. The closure prevents unfiltered air from entering the turbocharger 100, protecting the internal components from potential damage.

[0071] Now referring to FIG. 21, a perspective close-up view of the open filter arrangement of FIG. 19 is illustrated, according to another embodiment of the present disclosure. In the close-up view, the flaps 1712 are visible in their open position. These flaps 1712 are designed to pivot based on airflow direction and pressure, allowing for efficient regulation of air entering the turbocharger 100.

[0072] Now referring to FIG. 22, which illustrates a close-up cross-section of the open filter arrangement of FIG. 19, according to another embodiment of the presentdisclosure. The cross-sectional view shows the arrangement of the flaps 1712 on the filter 1708. The flaps 1712 are mounted on pivot points 1800, allowing them to open and close based on the direction and pressure of the airflow. When the turbine starter system 1700 is in operation, the flaps 1712 open to allow maximum airflow through the filter 1708 and into the volume chamber 1704. The filter 1708 includes multiple layers of filtration material, which capture particulates and ensure that only clean air reaches the turbocharger 100.

[0073] The flaps 1712 are designed to pivot from the top on pivot points 800, utilizing gravity and air pressure to control their movement. The flaps 1712 are constructed from a lightweight material such as polyphenylene sulfide (PPS), which minimizes flow restriction and ensures efficient airflow management. These flaps pivot from the top and are designed to close due to gravity and backpressure when reverse flow is detected. This closure forces the starting air from the eBooster 1702 to be supplied directly into the volume chamber 1706 and towards to the compressor wheel 104.

[0074] A gasket 1802 is positioned between the backplate 716 and the flaps 1712 permitting filtered air to enter the volume chamber 1704 when the flaps 1712 open. The flaps 1712 cover each gasket 1802 when closed. The backplate 1716 may be a stamped backplate, as generally known in the arts.

[0075] The eBooster 1702 is configured to direct airflow at the flaps 1712, reducing the risk of "blow open" flow direction and ensuring that the system operates efficiently during various phases of operation. The turbine starter system 1700 may be 100% passive, operating solely based on airflow direction, gravity, and backpressure, without the need for electronic controls.

[0076] During normal combustion airflow conditions, the flaps 1712 open to allow air to flow through the filter 1708, the volume chamber 1704, and into the compressorwheel 104. promoting forward airflow and maintaining the system's efficiency. The volume chamber 1706 holds a neutral volume 1706 between the filter 1708 and the compressor wheel 104, ensuring that the airflow is effectively managed and directed through the compressor wheel 104.

[0077] Now referring to FIG. 23, which illustrates a side view of the airflow in the turbine starter system 1700 of FIG. 19. according to another embodiment of the present disclosure. FIG. 23 provides a detailed depiction of how an operational airflow 1900 flows through the ebooster 1702, when flaps 1712 are in an open filter arrangement, and into the volume chamber 1704. When the flaps 1712 are open, the operational airflow 900 flows through the filter 1708, passes through the volume chamber 1704, and enters the turbine 102 of the turbocharger 100. This operational airflow 1900 pathway ensures that the air is filtered before reaching the turbochargers and other components, maintaining the system's efficiency and protecting the turbine 102 from contaminants.

[0078] Now referring to FIG. 24, which illustrates a side view of the turbine starter system 1700 of FIG. 19 with the closed filter arrangement, according to another embodiment of the present disclosure. In the closed filter arrangement, when the flaps 1712 are closed, a starter airflow 1902 may be provided from the eBooster 1702 into the volume chamber 1704 and then into the turbine 102 of the turbocharger 100.

[0079] Now referring to FIG. 25, a schematic diagram of the turbine starter system 700 is illustrated, according to an embodiment of the disclosure. FIG. 25 illustrates the overall configuration and operational elements of the turbine starter system 1700, highlighting the interaction between the eBooster 1702, the filter 1708, and the compressor wheel 104 of the turbocharger 100. The eBooster 1702 includes a compressor, supplying the necessary starting airflow into the system. This startingairflow is directed through a starter inlet air pipe into the volume chamber 1704, which sen es as a neutral volume between the filter 708 and the compressor wheel 1104. The flaps 1712 act as check valves and are positioned to ensure that the airflow is directed properly and to prevent reverse airflow. The filter 1708 encloses the volume chamber 704, allowing or preventing airflow based on the position of the flaps 1712.

[0080] During the startup phase, the eBooster 1702 acts as an air pump, providing pressurized air into the volume chamber 1704. The flaps 1712, which are mounted on pivot points 1800 and sealed with a foam gasket 1802 against a stamped backplate 1804, close due to gravity and backpressure, ensuring that the starting air is forced through the system and into the compressor wheel 104. This mechanism ensures efficient airflow management and initiates the rotation of the compressor wheel 104.

[0081] Once the system is self-sustaining, the starting airflow from the eBooster 1702 is stopped, and normal combustion airflow lifts the flaps 1712, allowing air to flow through the filter 1708, the volume chamber 1704, and into the compressor wheel 104. This process maintains the system's efficiency and ensures that only clean, filtered air reaches the turbocharger 100Industrial Applicability

[0082] In operation, the present disclosure may find applicability in many industries including, but not limited to, the power generation, and energy production industries. Specifically, the technology of the present disclosure may be used for turbo generators, power generators, and / or internal combustion engines of machines including, but not limited to, power generators, gasoline generators, diesel generators, intercooled & recuperated power generators, hybrid generators, hybrid engines, gasoline engines, diesel engines, rotary engines, motors, and the like. While the foregoing detaileddescription is made with specific reference to turbo generators, it is to be understood that its teachings may also be applied onto the other engines and motors such as in power generators, and other machines having air intake systems or air induction systems that utilize turbochargers.

[0083] Now referring to FIGS. 5 & 6, a system 500 and method 600 of forced induction to the turbocharger 100 is illustrated, according to an embodiment of the disclosure. In Fig. 5, the system 500 utilizes an electrically driven compressor (e.g., an eBooster) 510 with a direct or indirect nozzle assembly 512 near the compressor wheel 514, as an embodiment of an air starter system. During steady state operation, the system 500 ingests ambient air via an air intake, such as via an engine air take system 502. In an operation, the ingested air is filtered through an engine air filter 504 to remove any impurities or foreign particles that could otherwise disrupt the operations of the system 500. In an operation, the filtered air is provided to a first compressor wheel 506 and compresses the incoming air, elevating its pressure before it is sent to an intercooler. In an operation, the air from the first compressor wheel, is channeled into an intercooler 508 to cool down the compressed air, thereby making it denser and more suitable for the combustion process.

[0084] In steady state operation, the cooled and compressed air is then directed from the intercooler 508 to the inlet 514 of a second compressor wheel 514. The second compressor wheel 514 compresses the air from the intercooler 508.

[0085] In an operation, the air processed by the second compressor wheel 514 is then directed to a recuperator 516. The recuperator 516 may reclaim waste heat from exhaust gas, further elevating the thermal efficiency of the system by pre-heating the incoming air from the second compressor wheel 514 before the air enters a combustor 518. In an operation, fuel is delivered to the combustor 518 and the fuel is mixed withthe compressed air from the second compressor wheel 514 to enable combustion. In an operation after combustion in the combustor 518. the high-energy exhaust gases flow to a first turbine wheel 520. The first turbine wheel 520 is coupled to the second compressor wheel 514 via a shaft 515, which is supported by a bearing housing (HP) 519. The high-energy exhaust gases flowing through the first turbine wheel 520 cause the first turbine wheel 520 to spin. The spinning of the first turbine wheel 520 causes the second compressor wheel 514 to spin, thereby causing the second compressor wheel 514 to compress the air coming from the intercooler 508, as described above.

[0086] In an operation, after driving the first turbine wheel 520, the exhaust gases are then directed to a second turbine wheel 522. The second turbine wheel 522 is coupled to the first compressor wheel 506 via a shaft 523. which is supported by a bearing housing (LP) 521. The high-energy exhaust gases flowing through the second turbine wheel 522 cause the second turbine wheel 522 to spin. The spinning of the second turbine wheel 522 causes the first compressor wheel 506 to spin, thereby causing the first compressor wheel 506 to compress the air coming from the intake 502, as described above.

[0087] In an operation, the exhaust gases continue to a third turbine wheel 524. The third turbine wheel 524 is connected to an electric generator 530 via a shaft 525. The high-energy exhaust gases flowing through the third turbine wheel 524 cause the third turbine wheel 524 to spin. The spinning of the third turbine wheel 524 causes the electric generator 530 to spin, thereby generating electricity. The generator 530 is connected to an electric power sink 532 (e.g., a power grid, a battery, and / or a capacitor) such that electricity generated by the electric generator 530 is directed to the electric power sink 532.

[0088] In an operation, the exhaust gases from the third turbine wheel 524 are directed through the recuperator 526. The recuperator removes residual heat from the exhaust gases from the third turbine wheel 524 and transfers that residual heat to the air from the second compressor wheel 516, as described above. In an operation, after passing through the recuperator 526, the exhaust gases exit the system 500 through an engine exhaust 528.

[0089] As described above, the third turbine wheel 524 may be connected to an electric generator 530. In an alternative embodiment, the third turbine wheel 524 may be connected to a power take-off mechanism, or another power unit, engine, or generator that is configured to receive a transfer of mechanical energy. This power take-off can be used for various auxiliary functions, such as driving additional machinery7.

[0090] During a startup operation, an electrically driven compressor 510 (e.g., an eBooster) is operated to drive airflow through the second compressor wheel 514 and into the combustor 518. In an operation, the air from the electrically driven compressor is directed into the direct nozzle assembly 200 via the electrically driven compressor connection 216. The pressurized air creates a vortex -like airflow as it passes through the direct nozzle assembly 200. As discussed above, a check valve (e.g., check valve 712 or check valve 1700 may be placed upstream of the second compressor wheel 514 or upstream of the first compressor wheel 506 to prevent pressurized air from the electrically driven compressor 510 from flowing in the wrong direction (i.e., away from the second compressor wheel 514 and the combustor 518). In an operation, this vortexlike airflow is provided to the second compressor wheel 514. The vortex enhances the efficiency of the air compression performed by this second compressor wheel 514,enabling the combustor 518 to achieve an airflow and pressure that allows for combustion to begin.

[0091] The eBooster 510 can also be operated during or after shutdown of the system 500. In particular, after shutdown, the eBooster 510 could be operated flow air through the system to purge heat and fuel from the system 500. Flowing air from the eBooster could extract heat from the recuperator 526, combustor 518, and turbines 520, 522, and 524. Additionally, flowing air from the eBooster 510 could purge any residual fuel vapors from the recuperator 526 and the combustor 518.

[0092] Now referring to the method 600 illustrated in Fig. 6, in a step 602, the method 600 begins by installing a direct nozzle assembly 200 around, partially, or entirely, or proximate to, the compressor w heel 104 of the turbocharger 100. The nozzle assembly may be provided with the direct nozzle assembly 200 having the hollow cylindrical body 202, the nozzle ring 204, and the direct nozzle assembly 200 is designed for integration within the compressor wheel cavity 210. The nozzle ring 204 includes a flow channel 212 positioned to facilitate directed airflow7or vortex-ty pe airflows to the compressor wheel 104. In a step 604, installing the indirect nozzle assembly 300 by providing the hollow7tubular cylindrical body 302 to enveloping the direct nozzle assembly 200, creating a flow through the cavity' 306 between the hollow tubular cylindrical body 302 and the direct nozzle assembly 200.

[0093] In a step 606, pressurized air is introduced into the direct nozzle assembly 200 and indirect nozzle assembly 300. This pressurized air initiates and sustains a forced rotation of the compressor wheel 104 and, may7concurrently, elevates the pressure of intake air before it enters the engine or power generator. The electrically7driven compressor connection 216 may7be provided, in other embodiments of the disclosure, to direct additional pressurized air to the indirect nozzle assembly 300. The electricallydriven compressor connection 216 may also be the primary source of the pressurized air. Moreover, the electrically driven compressor may be an air pump, pressurized air tank or the like.

[0094] Now referring to FIG. 14. a system 900 of forced induction to the turbocharger 100 is illustrated, according to an embodiment of the disclosure. In Fig. 14. the system 900 utilizes the turbine starter system 700 with an electric compressor 702 (e.g., eBooster), as an embodiment of a starter system for the turbocharger 100. In an operation 902, the system 900 is activated to facilitate air intake, such as via an engine air take system. In an operation 904, the ingested air is filtered through an engine air filter to remove any impurities or foreign particles that could otherwise disrupt the operations of the system 500. In an operation 906, the filtered air is provided to a first compressor wheel and begins compressing the incoming air, elevating its pressure before it is sent to an intercooler. In an operation 908, the air from the first compressor wheel, is channeled into an intercooler to cool dow n the compressed air, thereby making it denser and more suitable for the combustion process.

[0095] In an operation 910, the intercooler airflow 706, cooled and compressed air from the intercooler, is directed to the turbine starter system 700 to increase the air pressure in the chamber 704. The intercooler airflow 706 may be provided to the eBooster 702 via the starter inlet 710 and / or flow through the valve 712 to the compressor inlet 708. In an operation 912, pressurized air from the eBooster 702 and / or the intercooler airflow 706 is directed into the direct nozzle assembly 200 via the compressor inlet 708. The pressurized air creates a vortex -like airflow as it passes through the direct nozzle assembly 200.

[0096] In an operation 914, a vortex -like airflow may be provided to the compressor w heel 104. The vortex enhances the efficiency of the air compression performed bythe compressor wheel 104. enabling the turbocharger 100 to achieve its optimal performance levels.

[0097] In an operation 916, the air processed by the compressor wheel 104 is then directed to a recuperator. The recuperator may also reclaim waste heat from exhaust gas, further elevating the thermal efficiency of the system by pre-heating the incoming air.

[0098] In an operation 918, fuel is delivered to the combustor and the fuel is mixed with compressed air to enable combustion. In an operation 919, the center section bearing housing is operating under high pressure. In an operation 920, after combustion in the combustor, the high-energy exhaust gases flow to a first turbine wheel. In an operation 921, the bearing housing is operating under low pressure.

[0099] In an operation 922, after driving the first turbine, the exhaust gases are then channeled to a second turbine wheel. In an operation 524, the exhaust gases continue to a third turbine wheel. The second and third turbine wheel helps to further recover mechanical energy' from the exhaust gases, feeding back into the system 900 for additional efficiency and for reclaiming heat in the recuperator.

[0100] In an operation 926, the exhaust gases are recycled back through the recuperator, which facilitates reclaiming more waste heat for pre-heating incoming air, as well as allowing for further reductions in emissions by ensuring a more complete combustion process during the next cycle.

[0101] In an operation 928, the remaining exhaust gases exit the system via the engine exhaust. The third turbine wheel may sen e a dual purpose by also driving a power take-off mechanism, or another power unit, engine, or generator that is configured to receive a transfer of mechanical energy, in an operation 930. This power take-off can be used for various auxiliary functions, such as driving additionalmachinery or systems connected to an engine or generator to utilize any excess mechanical energy. The power-take off may lead to a power sink, whereby a gear reduction to the shaft power occurs at a lower speed. In an operation 932, a generator may be provided to supply additional power to the system 900.

[0102] Now referring to a method 1000 illustrated in Fig. 15 of forced induction of the turbocharger 100 using the turbine starter system 700. in a step 1002, the method 1000 begins by installing a direct nozzle assembly 200 around, partially, or entirely, or proximate to, the compressor wheel 104 of the turbocharger 100. The nozzle assembly may be provided with the direct nozzle assembly 200 having the hollow cylindrical body 202, the nozzle ring 204, and the direct nozzle assembly 200 is designed for integration within the compressor wheel cavity 210. The nozzle ring 204 includes a flow channel 212 positioned to facilitate directed airflow or vortex-type airflows to the compressor wheel 104.

[0103] In a step 1004, installing the turbine starter system 700 by providing the chamber 704 in connection with the direct nozzle assembly 200. The turbine starter system 700 is provided with the ebooster 702 connected to the chamber 704, a valve 712 within the chamber for restricting and permitting airflow through the chamber 704.

[0104] In a step 1006, pressurized air is introduced into the compressor inlet 708, which may connect to the direct nozzle assembly 200 to direct the compressed air towards the compressor 104. The pressurized air initiates and sustains a forced rotation of the compressor wheel 104 and, may concurrently, elevates the pressure of intake air before it enters the engine or power generator.

[0105] Now referring to FIG. 26 illustrates a flow chart of a method 2000 of forced air induction to the turbocharger 100, according to an embodiment of the disclosure. In a step 2002, a turbine starter system 1700 is provided. The turbine startersystem 1700 includes a hollow cylindrical body 202 configured to encircle the compressor wheel 104 of the turbocharger 100. The hollow cylindrical body 202 is designed to allow pressurized air flow towards the compressor wheel 104. Additionally, the turbine starter system 1700 includes a volume chamber 1704 in communication with the compressor wheel 104, the filter 708 enclosing the volume chamber 1704 configured to permit or prevent airflow into the volume chamber 1704, and an eBooster 1702 in communication with the volume chamber 1704, configured to provide a starting airflow into the volume chamber 1704 and towards the hollow cylindrical body 202 to rotate the compressor wheel 104.

[0106] In a step 2004, the starting airflow from the eBooster 1702 is directed into the volume chamber 704 and through the hollow cylindrical body 202 to initiate the rotation of the compressor wheel 104. The eBooster 1702 acts as an air pump, supplying the necessary pressurized air to start the turbocharger 100 system.

[0107] In a step 2006, a neutral volume is created within the volume chamber 704 between the filter 1708 and the compressor wheel 104. This neutral volume 1706 ensures that the airflow is efficiently managed and directed towards the compressor wheel 104.

[0108] In step 2008, a plurality of flaps 1712 positioned on the filter 1708 within the volume chamber 1704 are utilized. These flaps 1712 are configured to pivot from the top and respond to airflow direction and gravity. During reverse airflow conditions, the flaps 1712 close due to gravity and backpressure, ensuring that the airflow is directed through the eBooster 1702 and towards the compressor wheel 104.

[0109] In a step 2010, once the system is self-sustaining, the starting airflow is stopped. This allows the normal combustion airflow to lift the plurality of flaps 1712, enabling airflow through the filter 1708. The blower and valve system incorporated inthe eBooster 1702 ensures that the flow is permitted in the proper direction and prevents reverse airflow, maintaining the efficiency and reliability' of the turbocharger 100 system.

[0110] From the foregoing, it can be seen that the technology disclosed herein has industrial applicability in a variety of settings such as, but not limited to, turbochargers and electrically driven compressors for engines and power generators.

Claims

ClaimsWhat is claimed is:

1. A turbine starter system for forced air induction with flow to a combustor of a turbo engine, comprising:a chamber;a valve in the chamber for restricting airflow;a compressor in connection with the chamber having a starter inlet and a starter outlet, the valve positioned between the starter inlet and the starter outlet; andthe turbine starter system being configured to receive air, the air directed towards the combustor.

2. The turbine starter system of claim 1, further comprising:a starter inlet connected to the eBooster and the chamber for providing air to the eBooster;a starter outlet connected to the eBooster and the chamber for providing starter air to the chamber;the valve positioned in the chamber between the starter inlet and the starter outlet; andthe eBooster directs a starting airflow to the combustor.

3. The turbine starter system of claim 2, wherein the starter outlet is configured at an angle to facilitate directed airflow or vortex-ty pe airflows into the chamber and to the combustor.

4. The turbine starter system of claim 2, wherein the flap opens due to air provided from the intercooler and the flap closes due to a spring force.

5. The turbine starter system of claim 2, the valve having at least one flap.

6. The turbine starter system of claim 2, wherein the flap opens due to air provided from the intercooler and the flap closes due to gravity.

7. The turbine starter system of claim 2, wherein the chamber is an elongated pipe.

8. A turbocharger comprising:a turbine wheel;a compressor positioned to increase the pressure of air;a shaft rotatably coupling the turbine wheel and the compressor; a turbine starter system for forced air induction with flow to a combustor of a turbo engine, the turbine starter system including:a chambera valve in the chamber for restricting airflow a compressor in connection with the chamber having a starter inlet and a starter outlet, the valve positioned between the starter inlet and the starter outlet; andthe turbine starter system being configured to receive pressurized air, the pressurized air directed towards the combustor.

9. The turbocharger of claim 8, further comprising:a starter inlet connected to the eBooster and the chamber for providing air to the eBooster;a starter outlet connected to the eBooster and the chamber for providing starter air to the chamber;the valve positioned in the chamber between the starter inlet and the starter outlet; andthe eBooster directs a starting airflow to the combustor.

10. The turbocharger of claim 8, wherein the starter outlet is configured at an angle to facilitate directed airflow or vortex-type airflows into the chamber and to the combustor.

11. The turbocharger of claim 8, wherein the flap opens due to air provided from the intercooler and the flap closes due to a spring force.

12. The turbine starter system of claim 8, wherein the valve having at least one flap.

13. The turbine starter system of claim 8, wherein the flap opens due to air provided from the intercooler and the flap closes due to gravity.

14. The turbine starter system of claim 8, wherein the chamber is an elongated Pipe.

15. A method of forced air induction with flow to a combustor of a turbo engine, the method comprising:installing a turbine starter system proximate to a compressor wheel of the turbocharger, the turbine starter system including a chamber having an inlet and an outlet, a valve, and an eBooster connected to the chamber via a starter inlet and a starter outlet, the valve being positioned in the chamber between the starter inlet and the starter outlet;activating the eBooster to provide a starting airflow to the compressor wheel; andproviding air into the inlet of the chamber system.

16. The method of claim 16. further comprising:providing the valve with a flap, wherein the flap opens due to air provided from the intercooler and the flap closes due to gravity.

17. The method of claim 17, further comprising:providing the valve with a flap, wherein the flap opens due to air provided from the intercooler and the flap closes due to a spring force.

18. The method of claim 16, further comprising:the starter outlet is configured at an angle to facilitate directed airflow or vortex-type airflows into the chamber and to the combustor.

19. The method of claim 16, further comprising:providing 0.1 to 0.2 kilograms / second of the air to the combustor.

20. The method of claim 16, further comprising:positioning the starter inlet to connect the eBooster and the chamber for providing air to the eBooster;positioning the starter outlet connected to the eBooster and the chamber for providing air directed by the eBooster to the chamber; and directing a starting airflow from the eBooster to the combustor.

Images