AU2008203402A1

AU2008203402A1 - Charge Intercooler for Internal Combustion Engine

Info

Publication number: AU2008203402A1
Application number: AU2008203402A
Authority: AU
Inventors: Maurice Valentino
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-02-25
Filing date: 2008-07-30
Publication date: 2009-02-05
Also published as: AU2008101195B4; AU2008101195A4

Description

P/00/011 Regulation 3.2

AUSTRALIA

Patents Act 1990 00

O

O1 m COMPLETE SPECIFICATION Invention Title: Charge Intercooler for Internal Combustion Engine The following statement is a full description of this invention, including the best method of performing it known to me: 2115481_002.DOC 00 Intercooler for Internal Combustion Engine Field of Invention The present invention relates to an intercooler for use in an internal combustion engine to help increase the power output of the engine. More particularly the present invention relates to an C intercooler system for use in a turbocharged or supercharged motor vehicle engine for improving N, power efficiency of an internal combustion engine.

00 Background of the Invention Manufacturers of conventional automobiles have always been attempting to improve efficiency of internal combustion engines for automobile vehicles and the like. The manufacturers are however generally constrained by several factors including costs, (ii) the need to meet emissions standards, and (iii) providing maximum life and reliability.

The manufacturing constraints have left vast room for improvement of engines in terms of performance. One way of improving the performance of an internal combustion engine is to provide a charge an air/fuel mixture) having a greater amount of fuel. The rationale is that a unit charge having more fuel will create a more powerful explosive force in a combustion chamber. The force of the explosion from combustion of air/fuel mixture drives a piston and creates a reciprocating motion, which power is transferred to the wheels.

Combustion is a chemical reaction in which a charge ratio of fuel to air is introduced into a cylinder and ignited by a spark. While the introduction of more fuel per unit charge is likely to create a more powerful explosion, the chemical reaction requires a stoichiometric amount of oxygen to burn a given amount of fuel. For example the fuel to air ratio for efficient operation of a standard internal combustion engine is known to be about 14 parts air to one part standard fuel. If a greater amount of fuel is introduced per unit charge, for efficient combustion a proportionally greater amount of air is required.

2 2115481_004.DOC 00 Combustion efficiency and therefore performance is attributed to airflow characteristics such

O

as in racing stock car engines. Airflow is often restricted by air resistance or back-pressure creating limiting intake of air into a cylinder or making it hard for exhaust to exit a cylinder.

These types of limitation have been addressed by altering engine components such as by (i) using a polished intake manifold to minimise air resistance there, (ii) using larger air filters, (iii) installing high-performance exhaust systems such as headers, big tail pipes and free 0 flowing mufflers, (iv) changing of heads and cams in a stock engine, for example using a head S that has four intake valves per cylinder instead of a single valve which will improve airflow.

00 8)A further problem with improving the performance of an internal combustion engine has been associated with introducing additional air into a cylinder. To address this problem, racing stock car engines have been modified by inclusion of a 'supercharger' or a 'turbocharger' to the engine.

i A supercharger increases air intake by compressing air above atmospheric pressure, without creating a vacuum, before entering the engine cylinder. This allows more air to be drawn into the engine cylinder and allows a commensurately greater amount of fuel to be added to the charge, thus increasing engine performance/power. One drawback of a supercharger is that as the air is compressed the temperature of the air increases. As a direct result, the density of the air decreases and the ability to expand during explosion is diminished. Less air is introduced into the engine cylinder and this means that air entering a cylinder creates less power when combined with fuel and subject to ignition by a spark plug.

A second means of increasing air pressure is 'turbocharging', where a 'turbo charger' increases the air or air/fuel mixture density before being drawn into the engine cylinder. Air drawn into a turbo charger is compressed. As the air is compressed, the increase in pressure functions to heat the air. As the air becomes heated it becomes less dense and subsequently carries less oxygen for combustion into the intake manifold.

One way of cooling the compressed air before it enters the intake manifold and therefore the engine cylinders, is to direct air exiting a supercharger or turbo charger into an intercooler.

3 2115481 004.DOC 00 Charge intercoolers for motor vehicles are known and they serve to cool the combustion air O compressed by a compressor or turbocharger in order to obtain a better filling of the cylinders and thereby a better charging efficiency. For motor vehicles, use is generally made of aircooled charge intercoolers having a heat exchanger unit comprising flat or rectangular tubes, C between which corrugated fins are arranged to enlarge the heat exchange surface. The tubes are held by their tube ends in tube plates. Tubes, fins and tube plates can be composed of O aluminium with air infeed means. Air flow is increased by vehicle speed and can at least CC partially compensates for engine heat variation affecting intercooler operation.

00 6 In certain cases of use, liquid-cooled charge intercoolers can be used. The charge intercooler for a motor vehicle is usually fastened in front of or behind the coolant cooler and is located in the front engine compartment of the motor vehicle. However such structure has substantial heat fluctuation efficiency due to engine operation and change of heat characteristics.

Intercoolers are known which have an aluminium core, and are intended to cool air from a turbo charger or super charger before entering the intake manifold. In theory a small intercooler will maintain air temperature constant for a few seconds before slowly climbing towards the end of a quarter mile run. Generally it is understood that air temperature is related to the heat sinking capabilities of the core. The heat sinking capabilities of an aluminium core is reduced when the core becomes heat saturated and is unable to dissipate heat quickly enough. A power drop is often observed when the heat sinking capabilities is reduced after a couple of runs. To help overcome this problem the surface area of an intercooler generally needs to be very large. As a consequence an intercooler occupies a substantial amount of engine bay space.

It is therefore an aim of the invention to provide an intercooler that is more efficient and overcomes or at least ameliorates the problems of the prior art and in particular decreases the disadvantages of ambient heat fluctuation due to engine heat fluctuation.

4 2115481_004.DOC 00 Summary of the Invention O A charge intercooler for a motor vehicle, comprising a heat exchanger unit with tubes through which charge air flows and including an air-cooling pathway interconnected to the tubes for heat exchange cooling of the charge air flows to a charge air flow outlet leading to an engine manifold, wherein the heat exchanger and air charge flow are insulated from the engine so as to control the cooling of the charge air flows regardless of engine heat.

c Compared to existing engine induction systems, the charge intercooler of the present invention improves engine efficiency by providing better air flow characteristics into the 00 8)engine manifold. It does this by reducing resistance to air flow from the environment which causes heating of the air entering the engine and substantially minimises heat transference from the engine bay.

The air-cooling pathway is fed from a cooled heat exchange liquid source connected to the i tubes for heat exchange cooling of the charge air flows to a charge air flow outlet leading to an engine manifold, wherein the heat exchanger and air charge flow is insulated so as to control the cooling of the charge air flows regardless of engine heat.

The charge intercooler can have the heat exchanger mounted in an insulated container with a fan connected to cause charge air flows to pass through the heat exchanger. The heat exchanger insulated container preferably includes an air outlet and an air outlet of substantially the same size.

The fan can be calibrated to engine demands such that the rate of the fan varies proportionally with engine rpm. The advantage of calibrating the fan is that the charge intercooler system can be synchronised with engine demand to deliver an amount of air to the manifold for efficient combustion and thus optimise breathing capacity of an engine. The fan is therefore synchronised with engine rpm such that when a greater or lesser demand for air is required, the fan increases or decreases accordingly to deliver a required amount of air for engine efficiency.

2115481_004.DOC 00 The fan can be a turbo-fan. The turbo-fan can create a substantially non-turbulent air flow O characteristic at the inlet manifold to help decrease air resistance through the air cooling pathway. The turbo-fan create a 'vortex' which helps urge air flow into the manifold system.

In a conventional engine the engine works to draw air into the inlet manifold. This is S; inefficient and places a load on the engine. By providing a 'vortex' air flow profile, air demand by the pistons is more effectively met thus reducing the load on the engine. This type O of air flow profile also improves air/fuel mixture.

00 A filter can extend across the air inlet for trapping particulate matter. The air inlet can be fully Scovered by the heat exchanger so as to maximise the size of the heat exchanger and maximise efficiency of heat exchange to the charge air flows. The heat exchanger can be of a size such that it occupies a substantial volume of the insulated container to maximise heat exchange surface area.

The intercooler can include a control of air-cooling pathway so as to provide a controlled temperature of charge air flow within the insulated container and provide a determined cooled air flow at the air outlet.

The heat exchanger can have the cooled heat exchange liquid supplied by the vehicle airconditioning system. In this embodiment the temperature of air on the induction side of the manifold can be lowered to between about 0 to -10 degrees C.

The heat exchanger can have the cooled heat exchange liquid supplied by a liquid Nitrogen source. Using a nitrogen source the temperature of air can be lowered to below at least 0 degrees C and more preferably between about -100 degrees and at least -180 degrees C. The power output improves as the temperature of the cooled air is lowered.

The liquid Nitrogen source preferably has a pressure system to control pressure differential to air inlet and thereby avoid unwanted temperature alteration.

6 2115481 004.DOC 00 The charge intercooler can have the charge air flow in the insulated container following at S right angles from the air inlet to the air outlet so as to limit container volume.

Also in accordance with the invention there is provided an improved intercooler system for C, enhancing power output of an internal combustion engine, the intercooler system including: an insulated container mounted within the engine bay, the container having an air O intake for ingress of air from a surrounding environment and an air outlet for egress of air CC) towards an inlet manifold; O a filter means mounted by the container, the filter means being positioned immediately I adjacent the air intake for substantially removing particulate matter from the air entering the container; a heat exchange module located within the container behind the filter means, the heat exchange module including an array of fins and baffles through which filtered air passes through/over, wherein the heat exchange module includes an internal pathway for receiving and circulating a cooling fluid; a cooled heat exchange liquid source interconnected to the heat exchange module to direct flow of cooling liquid within the internal pathway of the heat exchange module whereby air flow in contact with the heat exchange member is cooled upon exposure to a surface of the heat exchange module; an actuator means operably connected to the fluid source for urging fluid from the remote source to the internal pathway of the heat exchange member; a fan member mounted by the housing wherein the fan member is located proximal the heat exchange module and the air outlet, whereby air is directed by the fan to exit the container via the air outlet towards the intake manifold; and wherein air is drawn into the container and the fan is synchronised with engine demands such that an required amount of cooled air is delivered to the induction manifold effective to optimise air/fuel ratio.

The volume of cooled air being directed towards the inlet manifold is controlled and sufficient for improving engine power efficiency. A particular advantage of the charge intercooler of the present invention is that it substantially reduces heat in ambient air, (ii) air turbulence, and 7 2115481_004.DOC 00 (iii) heat soak by decreasing temperature of incoming air by contact with high temperature O surfaces within the engine bay.

The cooling liquid source can be located remote from the container. In one embodiment the Ssource of cooling fluid can be vehicle air conditioning fluid operably interconnected to the heat exchange unit. Alternatively the cooling source can be a liquid nitrogen source mounted O to the container whereby nitrogen is operably fed to the air cooling pathway remotely.

The fan can be a turbo fan which draws ambient air through the air filter into the housing and 00 creates an airflow pathway directing incoming air over the heat exchange module. The Turbo fan controls the amount of air exiting the housing so that a steady stream of cooled air is supplied to the inlet manifold and synchronized with cylinder movement. The fan thus controls the amount of air entering the housing such that heat exchange is effective to lower the temperature of the ambient air over a sustained time period.

One particular advantage of the charge intercooler of the present invention is that it is of such a size that in use it significantly reduces the engine bay space occupied. In comparison, a conventional intercooler can occupy a very substantial volume of space in the engine bay.

The present invention provides an improved intercooler system by controlling one or more of ambient temperature, temperature variation due to heat sink properties of intercooler structure, and flow of charge air flow relative to cooling of charge air flow.

Brief Description of the Drawings In order that the invention is more readily understood an embodiment will be described by way of illustration only with reference to the drawings wherein: Figure 1 is a perspective view of a charge intercooler, in partially assembled condition, in accordance with the present invention; Figure 2 is a perspective view of a charge intercooler in accordance with figure 1 in partial assembly; Figure 3 is a perspective internal front view of a charge intercooler in accordance with 8 2115481_004.Doc 00 figure 1 of the present invention in partial assembly; SFigure 4 is a magnified view of figure 3 showing internal front view of the charge intercooler system in accordance with the present invention in partial assembly; Figure 5 is a perspective internal view of a charge intercooler in accordance with figure 1 of the present invention; Figure 6 is a perspective view of a charge intercooler according to figure 1 of the invention in disassembled condition.

c Figure 7 is a perspective view of a charge intercooler according to figure 1 of the present invention in part assembled condition; and 00 SF Figure 8 is a closer view of the charge intercooler of figure 7 in part assembled condition.

Figures 9 A, 9B, 9C and 9D show further perspective views of a charge intercooler, in various stages of assembly, in accordance with an embodiment of the present invention; Figures 10 OA, 10B, 10C and 10D show a range of perspective views of an alternative charge intercooler system in accordance with the present invention for a turbo-charge vehicle.

Detailed Description of the Preferred Embodiments with respect to the accompanying drawings Referring to figures 1 to 8, there is shown a charge intercooler 1 for a motor vehicle (not shown). The charge intercooler includes an insulated container 6 adapted for mounting in an engine bay (not shown) of a vehicle or other drive system. The container provides an insulated internal cavity 7 (see figure 5) accessible through an outer door 8. The charge intercooler includes a heat exchanger unit 2 mounted within the internal cavity of the container with tubes 3 through which charge air (not shown) flows. The heat exchanger 2 includes an air-cooling pathway interconnected to the tubes for heat exchange cooling as charge air flows to the charge air flow outlet 10 leading to an engine manifold (not shown). The heat exchanger and air charge flow are insulated from the engine to control the cooling of the charge air flows regardless of engine heat.

The heat exchanger includes an array of fins 8 or baffles shaped to optimise surface area exposed to incoming air. The heat exchanger can be sized to fit a substantial proportion of the 9 2115481_004.DOC 00oO internal cavity to optimise heat exchange capacity. The heat exchanger includes an inlet port 9 O and an outlet port 10 defining an internal pathway therebetween for passage of a fluid medium. In one embodiment of the present invention (not shown) the inlet port 9 and outlet port 10 are interconnected to a vehicle air-conditioning system. In an operating condition an S; actuator switch is operably coupled to the air-conditioning system to redirect fluid to the inlet port 9 of the heat exchanger 6. Fluid is therefore urged through the heat exchanger and exits O the outlet port In one embodiment the heat exchanger is provided with cooled heat exchange liquid supplied 00 I by the vehicle air-conditioning system. In this embodiment the temperature on the induction side of the manifold is lowered to between about 0 degrees C to -10 degrees C.

In an alternative embodiment the cooled heat exchange liquid is supplied by a liquid Nitrogen source located above the container and interconnected by insulated hose means to the inlet port of the heat exchanger unit 2 whereby the liquid nitrogen is fed under gravity. Using a nitrogen source the temperature of air on the induction side of the manifold is lowered below at least -180 degrees C. improving the power output and combustion efficiency. In this embodiment the outlet port 10 is blocked off and the source of liquid nitrogen is directed to the inlet port under gravity. The source of liquid nitrogen is provided in an insulated canister having a pressure release valve. As liquid nitrogen is directed to the inlet port 9 and flows through the heat exchanger, air in contact with a surface of the exchanger undergoes an accelerated decrease in temperature before passing into the induction manifold.

As seen in figure 1 the charge intercooler system in accordance with the invention includes a filter member 30 mounted within the internal cavity 7 of the container 2. The filter member is mounted within the container immediately adjacent an air inlet 3 (not shown) located in the door 6 so that air entering the container through the air inlet passes through the filter member 9 to separate any particulate matter.

The intercooler system 1 further includes a turbo fan 11 which is mounted by the container and electrically connected to a power source to drive the fan blades. In operation the fan urges 2115481 004.DOC 00 cooled air from the heat exchanger through exit port 10 towards the inlet manifold. The O volume of cooled air being directed towards the inlet manifold is controlled by the fan. The fan controls the amount of air entering the induction manifold at a rate corresponding to the engine explosion rate. Without wishing to be bound by any theory, the fan not only controls i the rate of air flow to the manifold but it also creates a vortex which reduces resistance to air flow normally associated with air turbulence. This further increases fuel/air mixture and O efficiency. A turbo fan is normally used in instances where a vehicle has a naturally aspirated S engine.

o00 S The fan can be a turbo fan, which draws ambient air through the air filter into the housing and creates an airflow pathway directing incoming air over the heat exchange module. In one embodiment the turbo fan includes a brushless motor for driving the fan wherein the motion of the fan generates a cyclonic air flow. The Turbo fan controls the amount of air exiting the housing so that a steady stream of cooled air is supplied to the inlet manifold and synchronized with cylinder movement. The fan thus controls the amount of air entering the housing such that heat exchange is effective to lower the temperature of the ambient air over a sustained time period.

The container has an opening (not shown) in the outer door thereof through which air from the surrounding environment enters the insulated internal cavity 7. The container further includes an air outlet 31, which in an operating condition is interconnected to an inlet manifold (not shown) where cooled charge air is provided in a predetermined amount for combustion. To help improve the efficiency of air flow to the inlet manifold, a funnel 36 is spaced between the fan and the outlet port. The funnel includes a configuration on its internal surface (not shown) which helps to create a cyclonic type air flow.

The charge intercooler can have the charge airflow in the insulated container following at right angles from the air inlet to the air outlet so as to limit container volume. Air entering the container traverses an air-cooling pathway to supply a higher amount of oxygen for combustion and conversion to enhanced power efficiency.

11 2115481 004.DOC 00 The internal cavity of the container is insulated with a layer of insulating material selected from polystyrene foam or other insulating material such as ceramic coatings. It is preferred that the outlet of the container is connected to the inlet manifold by heavily insulated duct such as a laminate comprising rubber hose including a layer of polystyrene encapsulated in a Splastic coat with ceramic coating.

O As shown in figures 1 to 8 the charge intercooler 1 includes an insulated container mounted S within the engine bay (not shown) wherein the container has an air intake for intake of air 00 from a surrounding environment and an air outlet for egress of air towards an inlet manifold.

S There is also provide a filter means mounted by the container, the filter means being positioned immediately adjacent the air intake for substantially removing particulate matter from the air entering the container. Also included is a heat exchange unit located within the container behind the filter means, the heat exchange module including an array of fins and baffles through which filtered air passes through/over, wherein the heat exchange module includes an internal pathway for receiving and circulating a cooling fluid.

The charge intercooler further includes a cooled heat exchange liquid source interconnected to the heat exchange module to direct flow of cooling liquid within the internal pathway of the heat exchange module whereby air flow in contact with the heat exchange member is cooled upon exposure to a surface of the heat exchange module, wherein an actuator means operably connected to the fluid source urges fluid from the remote source to the internal pathway of the heat exchange member A fan 11 is also mounted by the container and located proximal the heat exchange module and the air outlet, whereby air is directed by the fan to exit the container via the air outlet towards the intake manifold. The fan draws a volume of air into the container and the fan is synchronised with engine demands such that a required amount of cooled air is delivered to the induction manifold effective to optimise air/fuel ratio.

Referring to figures 9A to 9D there is shown a further embodiment of figure 1 having an insulated container 6 for mounting in an engine bay of a vehicle. The insulated container 6 12 2115481 004.DOC 00oO provides a body 20 possessing an internal cavity 21, whereby the internal cavity defines an 0 0 airflow pathway therethrough. The internal cavity is closed in a normal operating condition by S a door 8 to limit heat transfer from the engine bay. The door is hingedly mounted to the body S so that the internal cavity can be closed and accessible. The door also includes a latching c means 22 for mating with a recess 23 in the body thereby securing the door in a closed condition.

(-i cC, The door further includes an opening therein about which an insulated air intake pipe 24 is mounted whereby the pipe is adapted to extend forwardly of the engine bay so that when the 00 I vehicle moves, air from the environment flows through the air intake pipe and passes through an air filter 30 before entering the internal cavity of the body.

The charge intercooler further includes a heat exchanger unit 2 mounted within the internal cavity with tubes 3 through which charge air flows. The heat exchanger includes an aircooling pathway interconnected to the tubes for heat exchange cooling. The charge intercooler further includes a turbo fan 11 mounted by the container and connected to a power source to drive the fan blades. The turbo fan is located adjacent an outlet port 9 in the internal cavity.

The outlet port is interconnected by an insulated air conduit 25 to the vehicle manifold. In operation, the turbo fan draws cooled air from the heat exchanger unit and forces cooled air through the outlet port into the air conduit. In one embodiment the turbo fan creates a vacuum to draw air through the internal cavity and forces cooled air towards the inlet manifold in a cyclonic flow pattern.

In one embodiment (not shown) the charge intercooler includes a source of liquid nitrogen located externally of the body and above the level of the heat exchanger unit. In operation a supply of liquid nitrogen is controllably fed under gravity by a control means (not shown) to the heat exchanger unit. Temperature of cooled air on the induction side of the manifold is lowered to al least -180 degrees C. The source of liquid nitrogen is provided in an insulated canister under pressure and includes a pressure relief valve.

13 2115481_004.DOC 00 Referring to figures 10 A to 10 C there is shown a further embodiment of the present O invention in which a charge intercooler system is configured to receive incoming air from the environment, direct the incoming air over a first cooling pathway, convey the c' cooled air to an air compressor such as a supercharger or turbo charger (not shown), and (d) c direct the compressed air through a second cooling pathway before exiting to the inlet manifold.

(Ni Hence there is shown a charge intercooler system having an insulated container 6 for N mounting in an engine bay of vehicle. The insulated container 6 provides an internal cavity 00 accessible via a door 8 hingedly mounted to the container. The door includes an opening for S receiving in sealed and insulated relation an air intake conduit for allowing air from the environment into the cavity.

The insulated container includes a first and second compartment (not shown) defining a first and second air-cooling pathway respectively, the compartments being interconnected to a supercharger or turbo charger (not shown) by conduit pipes 32 and 33. The first compartment is located adjacent the opening to the cavity and includes an air filter 38 immediately adjacent the opening and a first heat exchanger 37. Air entering the first compartment is filtered and cooled and follows the first air flow pathway through to a supercharger or turbo charger via an I insulated conduit 32.

Air traversing the first air flow pathway is compressed by a supercharger or turbo charger and directed to the second compartment via an insulated conduit 33 wherein the second compartment defines a second air flow pathway. The second compartment includes a second heat exchanger (not shown) over which the compressed air travels. The temperature of the compressed air is reduced before exiting to the inlet manifold via insulated conduit 34. The conduit 34 can be shaped internally to cause the cooled air exiting the second compartment to swirl. Alternatively the conduit 34 can have a vortex inducing funnel. In such a condition the cooled air is more readily available for combustion and improves air flow and therefore air/fuel mixture.

14 2115481 004.DOC 00 O It is understood that conduits 32, 33 and 34 interconnecting the charge intercooler to a supercharger and manifold are insulated to maintain substantially stable temperatures. A S cross-section of conduits 32, 33 and 34 (not shown) includes an aluminium or plastic pipe C over which there is provided a layer of insulation material such as polystyrene coated with ceramic. The aluminium pipe can also include a polished internal surface to substantially 0 minimise friction and therefore heating of air. The arrangement of insulation layer on the cC aluminium pipe substantially minimises heat exchange from the engine bay of a vehicle while N, the ceramic coating withstands temperatures within the engine bay and reduces exposure of 00 polystyrene to possible heat deformation.

In a further embodiment (not shown) one or both of the heat exchangers are connected to a source of liquid nitrogen (not shown) maintained within the engine bay of a vehicle.

Alternatively one or other of the heat exchangers can be connected to a vehicles air conditioning system to allow circulation of vehicle cooling gas through one or both heat exchangers. When a source of liquid nitrogen is fed to one or both of the heat exchangers, the temperature of cooled air on the induction side of the manifold is lowered to at least -180 degrees C. The source of liquid nitrogen is provided in an insulated canister under pressure and includes a pressure relief valve.

It should be understood that the above description is of a preferred embodiment and included as illustration only. It is not limiting of the invention. Clearly variations of the charge intercooler for a motor vehicle and improved intercooler system for enhancing power output of an internal combustion engine would be understood by a person skilled in the art without any inventiveness and such variations are included within the scope of this invention.

2115481_004.DOC

Claims

3. A charge intercooler for a motor vehicle according to claim 1 wherein the heat exchanger is mounted in an insulated container with a fan connected to cause charge air flows to pass through the heat exchanger.
4. A charge intercooler for a motor vehicle according to claim 3 wherein the heat exchanger insulated container includes an air outlet smaller than an air inlet. A charge intercooler for a motor vehicle according to claim 3 wherein the fan is calibrated to engine demands such that the rate of the fan varies proportionally with engine rpm whereby air flow of charged air is synchronised with engine demand to deliver an amount of air to the manifold for efficient combustion and thus optimise breathing capacity of an engine.
6. A charge intercooler for a motor vehicle according to claim 5 wherein the fan is a turbo-fan, wherein the turbo-fan creates a substantially non-turbulent air flow characteristic at the inlet manifold to help decrease air resistance through the air cooling pathway thus substantially reducing the load on the engine. 16 2115481 004.DOC 00 O 7. A charge intercooler for a motor vehicle according to any one of the preceding claims further including a filter extending across the air inlet for trapping particulate matter. C 8. A charge intercooler for a motor vehicle according to claim 7 wherein the air inlet is fully covered by the heat exchanger so as to maximise the size of the heat exchanger and maximise 0 efficiency of heat exchange to the charge air flows. C, 9. A charge intercooler for a motor vehicle according to claim 8 wherein the heat exchanger is 00 Ssized to occupy a substantial volume of the insulated container to maximise heat exchange surface area. A charge intercooler for a motor vehicle according to any one of the preceding claims further including a control of the air-cooling pathway so as to provide a controlled temperature of charge air flow within the insulated container and provide a determined cooled air flow at the air outlet.
11. A charge intercooler for a motor vehicle according to claim 10 wherein the heat exchanger can have the cooled heat exchange liquid supplied by the vehicle air-conditioning system I wherein the temperature on the induction side of the manifold is lowered to about 0 to degrees C.
12. A charge intercooler for a motor vehicle according to claim 10 wherein the cooled heat exchange liquid is supplied by a liquid Nitrogen source wherein the temperature of air can be lowered to at least -180 degrees C.
13. A charge intercooler for a motor vehicle according to claim 12 wherein the liquid Nitrogen source has a pressure system to control pressure differential to air inlet and thereby avoid unwanted temperature alteration. 17 2115481_004.DOC 00 14. A charge intercooler for a motor vehicle according to claim 13 wherein the charge air flow 0 O in the insulated container follows at right angles from the air inlet to the air outlet so as to limit container volume. K; 15. A charge intercooler for enhancing power output of an internal combustion engine, the intercooler system including: San insulated container mounted within the engine bay, the container having an air intake for ingress of air from a surrounding environment and an air outlet for egress of air 00 towards an inlet manifold; 00 a filter means mounted by the container, the filter means being positioned immediately adjacent the air intake for substantially removing particulate matter from the air entering the container; a heat exchange module located within the container behind the filter means, the heat exchange module including an array of fins and baffles through which filtered air passes through/over, wherein the heat exchange module includes an internal pathway for receiving and circulating a cooling fluid; a cooled heat exchange liquid source interconnected to the heat exchange module to direct flow of cooling liquid within the internal pathway of the heat exchange module whereby air flow in contact with the heat exchange member is cooled upon exposure to a surface of the heat exchange module; an actuator means operably connected to the fluid source for urging fluid from the remote source to the internal pathway of the heat exchange member; a fan member mounted by the housing wherein the fan member is located proximal the heat exchange module and the air outlet, whereby air is directed by the fan to exit the container via the air outlet towards the intake manifold; and wherein air is drawn into the container and the fan is synchronised with engine demands such that an required amount of cooled air is delivered to the induction manifold effective to optimise air/fuel ratio.
16. A charge intercooler for a motor vehicle according to claim 15 wherein the cooling liquid source is located remote from the container. 18 2115481_004.DOC 00 O 17. A charge intercooler for a motor vehicle according to claim 16 wherein the source of S cooling fluid is the vehicle air conditioning fluid operably interconnected to the heat exchange module.
18. A charge intercooler for a motor vehicle according to claim 16 wherein the cooling source 0 is a liquid nitrogen source mounted to the container whereby nitrogen is operably fed to the air cooling pathway remotely. 00 I 19. A charge intercooler for a motor vehicle according to claim 16 wherein the fan is a turbo fan which draws ambient air through the air filter into the housing and creates an airflow pathway directing incoming air over the heat exchange module, wherein the Turbo fan controls the amount of air exiting the container so that a steady stream of cooled air is supplied to the inlet manifold and synchronized with cylinder movement. A charge intercooler for a motor vehicle as substantially hereinbefore described with reference to the drawings. 19 2115481_004.DOC