Note:  Positive Displacement one-way valves reed-valves
#
59
are used to prevent detrimental air reversal flow as well as
preventing surging
pulsations occurrences from the IFT
inverted-turbo-turbocharger   
normal turbocharger are used for air charging task in open-loop system
Inverted Function Turbocharger are used for air scavenging task in closed-loop system

As per the Boyle & Mariotte's
law
:
p1v1 = p2v2       (due to the fact
that the LTCev
is an unequal volume
closed-loop system)
erating mostly at constant
temperature,
the pressure  conditions will
change as shown,
due to successive closures of
VVICC  valve
while the
IFT ( pump) is
energised
as illustrated here






Canadian Patent   CA 2,732,477                                                         US  PATENT   8,683,987


IFT : Inverted-Function-Turbocharger : New patented Otto cycle gas-exchange facilitating technology
aka:  "an unequal volume" closed-loop exhaust gas driven (positive-displacement (One -way-valve # 59) mainly turbo-scavenging &
minimal pressure air charging rotary pump provided by

using an IFT minimum pressure blow-down turbine required mainly for simultaneously reducing air volume V1 P1 from an Otto cycle multiple-cylinder
engine's contracting
VVICC (V1) during said Otto cylinder's intake-cycle and timely transfer said evacuated VVICC's V1 P1 air volume
& pressure into another expanding cylinder's
VVICC (2) +other volumes 2* of said cylinder performing its exhaust-cycle larger combined
volume to advantageously allowing therefore to only minimally increase
said timely exhaust cycle cylinder's
VVICC V2 's pressure.

                                                                                                                                                                   
An Inverted Function Turbocharger's blow-down power recovery turbine of a light turbo compound engine variant is used to recuperate
normally lost exhaust cycle's gas velocity's energy to drive the IFT's impeller that is used
to rarefy air pressure of an enclosed contracting cylinder's
VVICCs' air volume (while said cylinder is performing its Otto intake cycle),
instead of charging air pressure into said cylinder as a conventional charging turbocharger.





Reducing VVICC's  pressure is a mandatory condition for generating indirect pneumatic  air-coupling.
The IFT is used for CAIC Otto cycle engine: reducing air Δp pressure within the small VVICC enclosed volume of a CAIC Otto cycle (throttled) S.I. engine, to allow
to generate indirect pneumatic coupling by allowing  ambient air pressure in the cylinder provided by the available atmospheric pressure force to overcome the IFT's reduced air pressure induced into a
cylinder's VVICC of said cylinder performing its Otto Intake cycle to assist Otto intake cycle pumping task and cost effectively emulate UAIC direct fuel injection system's no-pumping-loss friction
ability to provide adequate advantageous intake-cycle-dynamic-pressure Δp = O  in spite of using air-flow impiding cost effective throttle,
yet to prevent pumping-loss friction at part-load and provide the lowest GHG emission I.C.E engine, and being as efficient as cost effective as possible
as a suitable ICE component for reducing the inherently high cost of extended range electric hybrid vehicles; and
generating pumping-gain when Delta P or  ∆p becomes less than  zero.
















    Turbocharger VS  I.F.T.  Inverted-Function-Turbocharger ( AKA: "TURBOSCAVENGER" )

    Both share general layout appearance and construction.
    Both have an exhaust gas driven turbine
    Both turbines are more effective at higher engine loads.
    For different reasons, both can advantageously be electrically assisted

    turbocharger
      Task: to raise air pressure of a high volume of air charge for admission into the cylinders
  • turbocharger air pressure charging work is only related to air intake charging process.
    The compressor's inertia factor is disadvantageous (generating turbo-lag)
    used in an open loop system

    The turbocharger's compressor charging task is intensive, (as it compresses a substantially larger volume of air
    into a significantly smaller cylinde's volume at a significantly higher pressure; this results in higher pressure ratio work.

    IFT     inverted-function-turbocharger   AKA:"TURBOSCAVENGER"
              IFT's limited task: to timely dynamically reduces the air pressure of one small volume (dry sump cylinder's VVICC's)
    during a cylinder's Otto intake cycle and only bring it to ideal intake cycle Δp condition.
             IFT's inertia can provide beneficial assistance to maintain turbo adequate rotational energy at low engine loads.
             IFT's inertia assist controlling temporary surging, is advantageously used near the end of VVICC cycle
             IFT's only pressure work is to successively and alternately creates a suitable air under-pressure condition
    in a small enclosed cylinder's VVICC while said cylinder is performing its intake cycle and let air
    expand into a substantially much larger enclosed expansion volume (s). (as Boyle's & Mariotte's law)
    IFT is used in a closed loop system.




IFT inverted-function-turbochargers are used in uniquely adapted
    wet-sump/dry-sump crankcase configuration and ventilation system.
  •        IFT: inverted-function-turbocharger  provides a lightweight silent & affordable indirect-pneumatic-coupling mean  
            light turbo compound variant compatible to  both CAIC & UAIC strategy engine.
  •          IFT, air flow capacity required is low in spite of its pressure ratio scavenging task this is due to the small air volume expanding into larger expansion volumes.
    this is possible even at lower engine load than a normal turbocharger could.
Turbo lag is related to boost threshold of turbocharger but non-relevant for an IFT.

The boost threshold of a turbocharger system relates to the minimum turbo RPM needed for the turbo to be  physically capable to increase the air
pressure of an ambient volume from an unlimited amount of air of an open-loop system to increase an undetermined volume of air pressure with
required boost pressure above said ambient air pressure into a closed chamber.

Scavenging capacity threshold of IFT inverted function turbocharger is unrelated to turbo lag
The scavenging capacity threshold of inverted function turbocharger relates to the minimum turbo RPM needed for the inverted function turbocharger
to be physically capable to generate predetermined reduced  
Δp air pressure level difference between
two unequal volume closed chambers of a    closed-loop system

The IFT: inverted function turbocharger's compressor (impeller) evacuates and reduces the pressure of a quite small limited air volume VVICC
within a
(silent) closed-loop system and displaces said small limited air volume (V1)  into  significantly much larger total enclosed crankcase
volumes
(V2) of said closed-loop system of the engine while intentionally only  minimally raising its (PV1) pressure
to
therefore requiring only a moderate charging pressure ratio from the IFT's impeller,
that can still be  available at lighter engine loads and
may be temporary optionally electrically assisted for mild electric hybrids  
or could use stop-start technology for certain vehicle's
unique for frequent recurring



























while effectively generating useful under-pressure condition in the smaller volume chamber (VVICC) being evacuated
while
only generating minimal pressure increase level in the much larger volume (VVICC)'s expansion chamber.



















In general, due to the much larger displaced air volume involved, the boost threshold of a turbocharger occurs at a higher RPM than the RPM where
the scavenging threshold capacity of an inverted function turbocharger threshold occurs. The inverted function turbocharger indeed also benefits
from the reduced pumping load by allowing the inverted function turbocharger rotating speed momentum to be maintained as the
pumped VVICC air volume is continually reducing through VVICC evacuation process and it repetitively operates momentary at near surging condition
of each VVICC evacuation cycle due to Otto contracting VVICC volume cycles compressor successively increases speed temporarily to higher RPM
at the end of the VVICC scavenging cycle as it operates in a positive displacement pulsating mode in a rarefied atmosphere of the VVICC
at near surging conditions.





















The light turbo compound engine variant is a new turbo compound Otto cycle engine whose  supplemental energy source provided to the engine
is supplied by an ”
indirect pneumatic coupling”  process resulting from conveniently exploiting timely existing pneumatic pressure level
differences exerted separately onto each opposing faces of the piston performing its Otto intake cycle.

Actual pneumatic assistance coupling is
conveniently provided by available ambient atmospheric pressure energy potential allowed
and capable
* of exerting more absolute pressure onto the working face of said piston conjointly with the provided timely reduced  ambient
pressure level exerted onto the piston under-face facing VVICC of a cylinder performing its intake cycle. Said timely ambient VVICC under-pressure
being provided by an inverted function turbocharger or I.F.T. Said I.F.T. is used to reduce the ambient pressure onto the under face of the piston
to provides Otto Intake cycle pneumatic pumping assistance resulting from unique indirect pneumatic coupling generated
by the available atmospheric pressure potential energy instead of using prior-art heavier and more complex
direct mechanical or electrical coupling.

Indirect pneumatic coupling can be achieved when  the available ambient atmospheric air pressure energy level can selectively
and timely be allowed to expose a piston’s crown of a piston performing its Otto intake cycle to a significantly higher
pneumatic pressure than the supplied pneumatic under-pressure  provided by the IFT (inverted function turbocharger) in a VVICC
of a cylinder performing its Otto intake cycle.

UAIC strategy Otto cycle
( GDI S.I. & C.I engines) are capable* of providing the highest level of pumping-gain throughout
the engine load range.while CAIC strategy engine are only capable
*to produce pumping-gain at higher engine load range


  • In spite of the fact that the LTCev is more effective as a "sustained-power" load Otto cycle engine; the possibility for addressing the widely variable loads and
  • for slow moving and working utility vehicles, such as pick-up trucks
    or mild-hybrids assist, I.C.E vehicles and depending on the vehicle's intended use and applications;
    the IFT's configuration can be benefit from optional with variable vanes  or the IFT can benefit from coming 42 volts electrical assistance.

    Idle-stop technology should be advantageously used for CAIC strategy engine instead of sustained idling,
    as the efficiency gain of the an non-electrically assisted IFT is virtually inexistant during idling mode; although  than that,
    once operated at part-load, the engine response and ample low end torque is immediate, and fuel efficiency ready increases
    immediately from moderate engine load.

NOTE:  " most electric hybrid vehicles propulsion system does not require any contribution from the Otto ICE component operation for low power and low speed operations."

NOTE: pending optimisation development
LTCev's unique "VVICC air / stray-oil" separation control"  minimizes VVICC's stray-oil migration intimate contact into IFT's impeller that can
negatively affect IFT's operation's efficiency due to intimate mixing of blow-by water vapours that results from negatively affecting blending and accelerating engine oil and increasing its contamination
as well as increasing workload on PCV system Positive Crankcase Ventilation 's operation.

hic inceptant futura
Jean-Pierre Marcil
V
V
I
C
C
Fig. 8

p1v1 = p2v2       (due to the fact
that the LTCev
uses an unequal volume
closed-loop system)
operating mostly at constant
average temperature,
the pressure  conditions will
change as shown,
due to successive closures of
VVICC  valve
while the
IFT ( pump) is
energised
as illustrated here
IFT
Inverted Function Turbochargers are used for low volume  & low pressure ratio air scavenging task in a closed-loop system
TM
site copyright
R&DMI
TM
cylinder's VVICC during Otto intake cycle than the energy required for a normal turbocharger open-loop air charging system configuration of a conventional turbocharger to raise a cylinder intake charge pressure;
this is possible due to IFT's patented "
unequal volume closed-loop's pumping configuration"   see below : IFT fig.2
reed-valve # 59 (check-valve)
fitted before & after pump
see larger version of fig.2 at the very bottom of this page
Note:  Positive Displacement one-way valves reed-valves
#
59
are used to prevent detrimental air reversal flow as well
as preventing surging
pulsations occurrences from the IFT
inverted-turbo-turbocharger   
NOTE:
IFT's positve displacement
check valve #59
insure un-interrupted
pulsating airflow operation
that intentionally borders
surging conditions near end
of VVICC's air  evacuation  
during Otto intake cycle
Reed-Valve
Reed-Valve
                 while effectively generating useful under-pressure condition in the smaller volume chamber (VVICC) being evacuated while only
                                    generating minimal pressure crease   level
 the much larger volume (VVICC)'s expansion chamber  .

  In general, due to the much larger displaced air volume involved, the boost threshold of a turbocharger occurs at a higher RPM than the RPM where
     the scavenging threshold capacity of an inverted function turbocharger threshold occurs. The inverted function turbocharger indeed also benefits
                 from the reduced pumping load by allowing the inverted function turbocharger rotating speed momentum to be maintained as
                                the pumped VVICC air volume is continually reducing through VVICC evacuation process and it
                                    repetitively operates momentary at near surging condition of each VVICC evacuation cycle                                                                       due to
Otto contracting volume cycles, compressor successively increases speed temporarily and  
momentary to higher RPM at the end of the VVICC scavenging cycle as it operates
in a positive displacement pulsating modein rarefied atmosphere of the VVICC at near surging conditions.
Inverted Function
Turbocharger
Inverted Function Turbocharger
The IFT: inverted function turbocharger's compressor (impeller) evacuates and reduces the pressure of a quite small limited air volume VVICC
within a
(silent) closed-loop system and displaces said small limited air volume (V1)  into  significantly much larger total enclosed crankcase
volumes
(V2) of said closed-loop system of the engine while intentionally only  minimally raising its (PV1) pressure to  ; therefore requiring only a
moderate charging pressure ratio from the IFT's
impeller, that can still be  available at lighter engine loads and may be temporary optionally
electrically assisted for mild electric hybrids
 or could use stop-start technology for certain vehicle's unique for frequent
recurring stop and go operation function  such as post mail delivery trucks.  
TURBOSCAVENGER TM

                                                                                                                    NTERESTING NOTE:

    In addition to relying on throttle-less advanced and technically advanced Direct Fuel Injection  ( the LTCev is not only compatible with direct fuel injection
    but it can further enhance direct fuel injection's fuel efficiency superiority) by adequately injecting fuel directly into an uncontrolled-air intake-cycle, in order
    to prevent pumping-loss friction so:  Δp = O, The LTCev  S.I. CAIC Otto cycle engine can simply relies and benefits from a non-obvious and robust cost
    effective innovative turbo compound indirect pneumatic coupling mean to also neutralizes pumping-loss friction  Δp = O by mean of  technology to enhance
    part-load fuel efficiency by providing"controlled-air intake-cycle" CAIC "throttled-engine" where pumping-losses friction Δp is either fractional and less than
    zero in the cylinder performing intake-cycle 'at part-load by providing a matching under-pressure to the underside of the piston that is equivalent magnitude
    level as the under-pressure timely exerted to the upper side of said piston; this is done in order to neutralize the dynamic pressure difference ΔP and make it
    equal to zero , eliminating part-load pumping-loss friction.  Beyond the condition where  Δp exceeds zero level, further IFT optimization can provide a lower
    under-pressure level and as Δp becomes above zero when the engine load increases further, even more  beneficial pumping assistance (or pumping-gain) due
    to Δp indirect pneumatic coupling turbo compound effect can be provided for even more fuel efficiency is provided.