GB2365065A - Supercharging i.c. engines - Google Patents

Supercharging i.c. engines Download PDF

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Publication number
GB2365065A
GB2365065A GB0018428A GB0018428A GB2365065A GB 2365065 A GB2365065 A GB 2365065A GB 0018428 A GB0018428 A GB 0018428A GB 0018428 A GB0018428 A GB 0018428A GB 2365065 A GB2365065 A GB 2365065A
Authority
GB
United Kingdom
Prior art keywords
engine
compressor
engine power
moderate
power output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB0018428A
Other versions
GB0018428D0 (en
Inventor
Simon Petrovich
Peter Austen Wintle
Mark Anderton Criddle
Guy Morgan
John Charles New
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Visteon UK Ltd
Original Assignee
Visteon UK Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Visteon UK Ltd filed Critical Visteon UK Ltd
Priority to GB0018428A priority Critical patent/GB2365065A/en
Publication of GB0018428D0 publication Critical patent/GB0018428D0/en
Priority to GBGB0023777.6A priority patent/GB0023777D0/en
Priority to GB0023771A priority patent/GB2365068A/en
Priority to GB0023772A priority patent/GB2364976A/en
Priority to GB0023779A priority patent/GB2364980A/en
Priority to GB0023773A priority patent/GB2364977A/en
Priority to GB0023770A priority patent/GB2365067A/en
Priority to GB0023778A priority patent/GB2365069A/en
Priority to GB0023774A priority patent/GB2364978A/en
Priority to GB0023776A priority patent/GB2364979A/en
Priority to GB0102815A priority patent/GB2365070A/en
Priority to PCT/GB2001/003407 priority patent/WO2002010579A1/en
Priority to EP01984434A priority patent/EP1305517B1/en
Priority to EP01984436A priority patent/EP1305519B1/en
Priority to US10/343,143 priority patent/US6814042B2/en
Priority to EP01984433A priority patent/EP1305516B1/en
Priority to EP01984431A priority patent/EP1305506B1/en
Priority to EP01984435A priority patent/EP1305518B1/en
Priority to PCT/GB2001/003377 priority patent/WO2002010565A1/en
Priority to DE60103900T priority patent/DE60103900T2/en
Priority to DE60103902T priority patent/DE60103902T2/en
Priority to DE60103646T priority patent/DE60103646T2/en
Priority to US10/343,147 priority patent/US6889672B2/en
Priority to PCT/GB2001/003374 priority patent/WO2002010577A1/en
Priority to AU2002227507A priority patent/AU2002227507A1/en
Priority to AU2002227505A priority patent/AU2002227505A1/en
Priority to AU2750402A priority patent/AU2750402A/en
Priority to JP2002516471A priority patent/JP3779268B2/en
Priority to US10/343,195 priority patent/US6938614B2/en
Priority to JP2002516472A priority patent/JP3814250B2/en
Priority to AU2001272678A priority patent/AU2001272678A1/en
Priority to DE60104317T priority patent/DE60104317T2/en
Priority to US10/343,193 priority patent/US6892713B2/en
Priority to PCT/GB2001/003334 priority patent/WO2002010576A1/en
Priority to DE60103901T priority patent/DE60103901T2/en
Priority to AU2002227506A priority patent/AU2002227506A1/en
Priority to JP2002516475A priority patent/JP3779270B2/en
Priority to PCT/GB2001/003375 priority patent/WO2002010578A1/en
Priority to EP01951829A priority patent/EP1305515B1/en
Priority to JP2002516474A priority patent/JP3779269B2/en
Priority to DE60103903T priority patent/DE60103903T2/en
Priority to JP2002516473A priority patent/JP3814251B2/en
Priority to PCT/GB2001/003408 priority patent/WO2002010580A1/en
Priority to US10/343,192 priority patent/US6920867B2/en
Priority to AU2002227502A priority patent/AU2002227502A1/en
Publication of GB2365065A publication Critical patent/GB2365065A/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10288—Air intakes combined with another engine part, e.g. cylinder head cover or being cast in one piece with the exhaust manifold, cylinder head or engine block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F02B33/446—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs having valves for admission of atmospheric air to engine, e.g. at starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10052—Plenum chambers special shapes or arrangements of plenum chambers; Constructional details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10144—Connections of intake ducts to each other or to another device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1034—Manufacturing and assembling intake systems
    • F02M35/10354—Joining multiple sections together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/161—Arrangement of the air intake system in the engine compartment, e.g. with respect to the bonnet or the vehicle front face
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2225/00—Synthetic polymers, e.g. plastics; Rubber
    • F05C2225/08—Thermoplastics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Manufacturing & Machinery (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The engine is responsive to an engine power demand and is operable over a range of engine speeds to provide an engine power output in response to the engine power demand. The engine comprises: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output (SCB); a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost (SCB) peaking at a moderate engine speed. According to one aspect of the invention, the engine controller enables use of the compressor driver when the engine speed is relatively low or moderate and disables use of the compressor when engine speed is relatively high. According to another aspect of the invention, the engine controller enables use of the compressor driver only in such a way that the engine power output with the compressor power boost (SCB) , peaks at an engine speed less than said moderate engine speed.

Description

2365065 Internal Combustion Engine Supercharger The present invention
relates to a supercharger f or an internal combustion engine.
There are many factors that characterise the power output of any given internal combustion engine, for example the swept volume within cylinders, cylinder configuration, the bore-to-stroke ratio, valve train arrangement, and the inlet & exhaust arrangement.
Engine developers are constantly "tuning" engines, that is, adjusting these parameters and others in the search for improved fuel economy and performance. However, this does not necessarily result. in increased power as perceived by the driver. In real world driving conditions it is engine torque that is most important to the driver's perception of performance, and particularly engine torque delivered at lower engine speeds (RPM), that is below about 3500 rpm.
An engine may need to be tuned to give higher torque at lower RPM, but his will result in a loss of power at higher RPM, that is above about 3500 rpm. This is particularly a problem with small capacity engines, for example below about 1.8 litres for a gasoline engine and below about 2 litres for a diesel engine.
The same engine could easily be Ire-tuned' to deliver the same torque but at much higher crank speeds. This results in significantly higher peak power but at the expense of torque below 4000 rpm. Whilst this will appeal to the,sporting' driver, it will result in lower levels of satisfaction for the majority of car owners, and will also reduce fuel economy at highway speeds.
Engine designers have employed a multitude of techniques and technologies in an attempt to overcome this traditional compromise. Examples of such systems are variable geometry intake systems, variable camshaft timing and variable valve lift & timing. All of these approaches are designed to maintain more than one 'state of tune' depending on operating conditions.
Another commonly used technique is to reject engine tuning as a method for increased performance and instead pump air into the engine by means of a turbocharger or supercharger. Such forced induction generally results in significant increases in torque & power.
is However, some types of turbochargers and superchargers (referred to collectively herein as "compressors") can add significantly to the cost of an engine, which is a particular barrier to using a compressor with smaller capacity engines in an economy car. Since turbochargers are driven by exhaust gasses, these are most useful at high engine RPM, and so do not in themselves help solve the problem of low RPM torque.
It is an object of the present invention to provide an internal combustion engine compressor that addresses these issues.
Accordingly, one aspect of the invention provides an internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said 3 air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the engine controller enables use of the compressor driver when the engine speed is relatively low or moderate and disables use of the compressor when engine speed is relatively high.
The internal combustion engine may be a reciprocating 15 internal combustion engine. In the context of the present invention, the term "moderate" as regards engine speed, means an engine speed at or near the mid-range of engine speeds, between and idle engine speed and a maximum rated engine speed.
Preferably, the engine is tuned to optimise power at higher engine speeds in the absence of the compressor boost, even if this means a loss in engine torque at moderate or low engine speeds. The compressor boost may then be employed solely at such moderate and low engine speeds in order to provide additional engine power and torque at those engine speeds.
According to another aspect of the invention, the invention provides an internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the engine controller enables use of the compressor driver only in such a way that the engine power output with the compressor power boost peaks at an engine speed less than said moderate engine speed.
If the engine is a reciprocating piston engine in a motor car, then the moderate speed is preferably at least about 3500 rpm. This permits the engine, particularly if it is relatively small capacity engine of less than about 1.8 litres capacity, to be tuned to provide its maximum power in the region of about 3500 rpm, which is a relatively high speed for such an engine. This will help to provide good fuel economy at highway speeds. The consequent decrease in torque at lower RPM may not be noticed by the driver during easy to moderate driving. When the driver needs to accelerate quickly at lower RPM, however, the lower torque can be boosted by use of the compressor. Because the compressor does not work at relatively high RPM, fuel economy at such speeds is preserved. The invention also provides the benefit of not increasing the maximum vehicle speed, which for most types of vehicle in most countries is in any event normally well in excess of national speed limits. This provides a safety benefit, and may give the vehicle a lower insurance rating, particularly for younger drivers. At the same time, the invention provides good acceleration at lower engine speeds, which in many circumstances can be a safety feature.
According to yet a further aspect of the invention, there is provided an internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more reciprocating piston combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the capacity of the combustion chambers is below about 1.8 litres, said moderate engine speed is about at least 3500 rpm, and the engine power boost provided by the compressor in the vicinity of said moderate engine speed declines towards higher engine speeds.
When the engine is of the reciprocating type, the engine will have a number of intake/outlet valves arranged to operate at predetermined times in the engine cycle.
Because of the performance boost provided by the supercharger, it is therefore possible for the timing of said valve operation to be fixed. This help avoid unnecessary cost in construction and maintenance of the engine.
In general, it is desirable if the engine controller progressively disables use of the compressor in the vicinity of said moderate engine speed. The vicinity may include a region of engine speed slightly above said moderate speed. The engine controller may, in fact, disable any use of the compressor above said moderate engine speed, but preferably the disabling of the compressor use is substantially below said moderate engine speed.
Another way of expressing this is to say that the compressor power boost does not significantly increase the engine power output above said moderate engine speed.
Also according to the invention, there is provided a method of operating an internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising. one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers; a compressor driver for driving the compressor; an engine controller for controlling engine power output; wherein the method comprises the steps of:
a) using the engine controller in response to the engine power demand in order to control engine power output; b) using the compressor driver to drive the compressor when the engine power demand is relatively high, but not when the engine power demand is relatively low, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; c) using the compressor when driven to compress air admitted into the combustion chambers in order to boost engine power output; in which the method comprises the steps of:
d) using the compressor driver only in such a way that the engine power output in the presence of the compressor 10 power boost peaks at an engine speed less than said moderate engine speed.
Alternatively or additionally to step d), the method may comprise the step of:
is e) using the compressor driver only in such a way that the engine power output with the compressor power boost peaks at an engine speed less than said moderate engine speed.
Alternatively or additionally to steps d) or e), in the case where the engine is a reciprocating piston engine with a capacity of below about 1. 8 litres and said moderate engine speed is about 3500 rpm, the method may comprise the step of:
f) using the compressor in the vicinity of said moderate engine speed such that the engine power boost declines towards higher engine speeds.
The invention will now be described by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a schematic diagram of an internal combustion engine system according to the invention; Figure 2 is a graph plotting engine torque against engine speed for a conventional 1.4 litre, four cylinder engine, tuned either for maximum torque at moderate engine speed, or maximum engine power at higher engine speed; and Figure 3 is a graph similar to that of Figure 3, showing also the effect of using an intake compressor with an internal combustion engine according to the invention.
Figure 1 shows schematically a supercharged reciprocating piston internal combustion engine 1, having four in-line cylinders 2, an air inlet conduit 4 and an exhaust outlet conduit Gleading to each of the cylinders 2, and fuel injection system 8 for supplying fuel to cylinders 6 in a manner well-known in the art. A supercharger 10 is provided upstream of the air inlet conduit 4, in parallel with an air bypass conduit 12 for when the supercharger is not operating.
The supercharger is driven only by an electrical motor (M) 14 powered by a conventional 12 volt lead/acid vehicle battery 1.6.
The vehicle driver can control the engine power via an accelerator pedal assembly 18, that provides an electrical signal 20 to an engine control unit (ECU). The engine control unit receives a number of input signals indicative of engine and vehicle operating parameters, including an engine speed signal 24 from an engine speed sensor 26. The engine control unit 22 provides a number of output signals to control various vehicle and engine operating parameters, including a fuel injection control signal 28, throttle valve control signal 30 and a supercharger motor control signal 32. As will be explained in more detail below, when the driver demands power in excess of that which can be delivered by the engine 1 when normally aspirated, the engine control unit 22 activates the supercharger motor 14 under certain engine moderate or low engine speeds, but not at high engine speeds.
Figure 2 shows a graph of engine torque against engine speed for a conventional four-cylinder in-line engine, such as that described above, but without supercharging. As can be seen f rom Figure 1, the engine can be tuned to provide either good power at high engine speeds ("power tune"), but at the expense of low-end torque, or good torque at low and moderate engine speed Ptorque tune,,), but at the expense of top-end power. Whilst "power tune,, will appeal to the sporting, driver, it will result in lower levels of satisfaction for the majority of car owners. The requirement to deliver good real world 'performance feel, commonly results in an engine torque output as shown in the "torque tune" curve, where power at high engine speeds has been compromised in order to promote torque output below 350Orpm. Although engine gearing can be selected to minimise undesirable characteristics, in practice conventional engines are tuned to achieve a compromise.
In the preferred embodiment of the invention, a relatively low capacity engine, for example below about 1.8 litres capacity, is tuned to give good power at high rpm, at the expense of torque at low engine speed. This has the side effect of allowing good fuel economy at steady highway cruising speeds. As can be seen f rom Figure 3, such an engine power is then provided with supercharger power boost (or equivalently engine torque boost) when the driver demands such power in excess of that available from a normally aspirated engine, as shown by the curve with supercharger boost 'ISCBIl. The boost is made available under control of the engine control unit 22 only in a region of low or moderate engine speeds, and is progressively limited to transition smoothly into engine power without compressor power boost in a region of higher engine speeds. This is done by progressively limiting the maximum allowable supercharger boost proximate a transitiorf point, which in this example is taken at the maximum un-boosted engine torque. It is, however, possible to deviate either above or below this point, although a deviation too far below this point will not permit a smooth transition in the torque curve, and a deviation too far above this point will lead to excess torque in a region of engine operation where this is not needed under most driving condition, or desired from the point of view of fuel economy.
Although in the present example, the compressor is an 20 electrically driven supercharger, it may be possible to implement the invention in other ways, for example with a mechanically driven supercharger, or even an exhaust driven turbocharger, as long as suitable mechanical or electrical control is provided to limit the compressor operation at high engine speeds according to the invention.
The invention aims to combine the benefits of both engine tuning and forced induction in order to achieve both good low rpm torque and high rpm power. The given engine is deliberately tuned in order to achieve a high power output at the expense of low rpm torque. An electrically driven compressor is integrated into the air induction system of the engine and is energised under the control of the engine management system to increase torque output when required.
The characteristics of the electrically driven compressor using a standard vehicle battery will in general be such that prolonged operation (e.g. achieving maximum vehicle speed) is not possible without discharging the battery.
The fact that the supercharger is not available at high engine speeds helps to conserve battery power.
Alternatively, by reducing the electrical power consumption in this way, the invention can help to avoid the need for a more expensive mechanical drive of the supercharger, for example using a belt driven drive from the engine. The result is that the engine can be tuned to achieve not only the peak power associated with the high power 'tune' but also achieves increases in low/mid rpm torque that only forced induction could normally achieve.

Claims (13)

Claims
1. An internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the engine controller enables use of the compressor driver when the engine speed is relatively low or moderate and disables use of the compressor when engine speed is relatively high.
2. An internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power our-put, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the engine controller enables use of the compressor driver only in such a way that the engine power output with the compressor power boost peaks at an engine speed less than said moderate 5 engine speed.
3. An internal combustion engine as claimed in Claim 1 or Claim 2, in which the engine is a reciprocating piston engine, and the moderate speed is at least about 3500 rpm.
4. An internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising:
one or more reciprocating piston combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers in order to boost engine power output; a compressor driver by which the compressor is driven when the engine power demand is relatively high and deactivated when the engine power demand is relatively low; an engine controller responsive to the engine power demand in order to control engine power output, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; wherein the capacity of the combustion chambers is below about 1.8 litres, said moderate engine speed is about at least 3500 rpm, and the engine power boost provided by the compressor in the vicinity of said moderate engine speed declines towards higher engine speeds.
5. An internal combustion engine as claimed in Claim 3 or Claim 4, in which the engine has a number of intake/outlet valves arranged to operate at predetermined times in the engine cycle, the timing of said valve operation being fixed.
6. An internal combustion engine as claimed inany preceding claim, in which the engine controller progressively disables use of the compressor in the vicinity of said moderate engine speed.
7. An internal combustion engine as claimed in Claim 6, in which the engine controller disables any use of the compressor above said moderate engine speed.
8. An internal compression engine as claimed in any preceding claim, in which the compressor power boost does not significantly increase the engine power output above said moderate engine speed.
9. An internal combustion engine as claimed in any preceding claim, in which the engine power with compressor power boost in a region of low or moderate engine speeds transitions smoothly into engine power without compressor power boost in a region of higher engine speeds.
10. An internal combustion engine as claimed in any preceding claim, in which the compressor is an electrically driven supercharger.
11. A method of operating an internal combustion engine, the engine being responsive to an engine power demand and operable over a range of engine speeds to provide an engine power output in response to the engine power demand, and comprising: one or more combustion chambers; an air inlet for admitting air into the combustion chambers; a compressor for compressing said air admitted into the combustion chambers; a compressor driver for driving the compressor; an engine controller for controlling engine power output; wherein the method comprises the steps of:
a) using the engine controller in response to the engine 5 power demand in order to control engine power output; b) using the compressor driver to drive the compressor when the engine power demand is relatively high, but not when the engine power demand is relatively low, said engine power output in the absence of the compressor power boost peaking at a moderate engine speed; c) using the compressor when driven to compress air admitted into the combustion chambers in order to boost engine power output; in which the method comprises the steps of:
d) using the compressor driver only in such a way that the engine power output in the presence of the compressor power boost peaks at an engine speed less than said moderate engine speed.
12. An internal combustion engine substantially as herein described, with reference to or as shown Figures 1 or 3 of the accompanying drawings.
13. A method of operating an internal combustion engine, substantially as herein described, with reference Figures 1 or 3 of the accompanying drawings.
GB0018428A 2000-07-28 2000-07-28 Supercharging i.c. engines Withdrawn GB2365065A (en)

Priority Applications (45)

Application Number Priority Date Filing Date Title
GB0018428A GB2365065A (en) 2000-07-28 2000-07-28 Supercharging i.c. engines
GB0023776A GB2364979A (en) 2000-07-28 2000-09-28 An engine supercharger and filter arrangement for a vehicle
GB0023779A GB2364980A (en) 2000-07-28 2000-09-28 An air intake arrangement for an internal combustion engine
GB0023771A GB2365068A (en) 2000-07-28 2000-09-28 Supercharging i.c. engines
GB0023772A GB2364976A (en) 2000-07-28 2000-09-28 Battery and supercharger mounting arrangement for an internal combustion engine
GBGB0023777.6A GB0023777D0 (en) 2000-07-28 2000-09-28 An air intake arrangement for a motor vehicle
GB0023773A GB2364977A (en) 2000-07-28 2000-09-28 A combined air intake, air compressor and battery housing for an internal combustion engine
GB0023770A GB2365067A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure with compartments for a battery and an electrically driven supercharger
GB0023778A GB2365069A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure housing a vehicle battery, an air filter and an electric supercharger
GB0023774A GB2364978A (en) 2000-07-28 2000-09-28 Mounting an engine supercharger and air filter in an air intake arrangement
GB0102815A GB2365070A (en) 2000-07-28 2001-02-05 Control of electrically-driven supercharger for i.c. engines
AU2002227502A AU2002227502A1 (en) 2000-07-28 2001-07-26 Internal combustion engine supercharger
US10/343,147 US6889672B2 (en) 2000-07-28 2001-07-26 Air intake arrangement for an internal combustion engine
US10/343,195 US6938614B2 (en) 2000-07-28 2001-07-26 Air intake arrangement an internal combustion engine
EP01984436A EP1305519B1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
US10/343,143 US6814042B2 (en) 2000-07-28 2001-07-26 Air intake arrangement for an internal combustion engine
EP01984433A EP1305516B1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
EP01984431A EP1305506B1 (en) 2000-07-28 2001-07-26 Internal combustion engine supercharger
EP01984435A EP1305518B1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
PCT/GB2001/003377 WO2002010565A1 (en) 2000-07-28 2001-07-26 Internal combustion engine supercharger
DE60103900T DE60103900T2 (en) 2000-07-28 2001-07-26 AIR INTAKE ASSEMBLY FOR AN INTERNAL COMBUSTION ENGINE
DE60103902T DE60103902T2 (en) 2000-07-28 2001-07-26 INTAKE SYSTEM FOR INTERNAL COMBUSTION ENGINE
DE60103646T DE60103646T2 (en) 2000-07-28 2001-07-26 Internal combustion engines LOADER
PCT/GB2001/003407 WO2002010579A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
PCT/GB2001/003374 WO2002010577A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
AU2002227507A AU2002227507A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
AU2002227505A AU2002227505A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
AU2750402A AU2750402A (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
JP2002516471A JP3779268B2 (en) 2000-07-28 2001-07-26 Air intake device for internal combustion engine
EP01984434A EP1305517B1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
JP2002516472A JP3814250B2 (en) 2000-07-28 2001-07-26 Air intake device for internal combustion engine
AU2001272678A AU2001272678A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
DE60104317T DE60104317T2 (en) 2000-07-28 2001-07-26 AIR INTAKE ASSEMBLY FOR AN INTERNAL COMBUSTION ENGINE
US10/343,193 US6892713B2 (en) 2000-07-28 2001-07-26 Air intake arrangement for an internal combustion engine
PCT/GB2001/003334 WO2002010576A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
DE60103901T DE60103901T2 (en) 2000-07-28 2001-07-26 INTAKE SYSTEM FOR A COMBUSTION ENGINE
AU2002227506A AU2002227506A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
JP2002516475A JP3779270B2 (en) 2000-07-28 2001-07-26 Air intake device for internal combustion engine
PCT/GB2001/003375 WO2002010578A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
EP01951829A EP1305515B1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
JP2002516474A JP3779269B2 (en) 2000-07-28 2001-07-26 Air intake device for internal combustion engine
DE60103903T DE60103903T2 (en) 2000-07-28 2001-07-26 AIR INTAKE ASSEMBLY FOR AN INTERNAL COMBUSTION ENGINE
JP2002516473A JP3814251B2 (en) 2000-07-28 2001-07-26 Air intake device for internal combustion engine
PCT/GB2001/003408 WO2002010580A1 (en) 2000-07-28 2001-07-26 An air intake arrangement for an internal combustion engine
US10/343,192 US6920867B2 (en) 2000-07-28 2001-07-26 Air intake arrangement for an internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0018428A GB2365065A (en) 2000-07-28 2000-07-28 Supercharging i.c. engines

Publications (2)

Publication Number Publication Date
GB0018428D0 GB0018428D0 (en) 2000-09-13
GB2365065A true GB2365065A (en) 2002-02-13

Family

ID=9896427

Family Applications (11)

Application Number Title Priority Date Filing Date
GB0018428A Withdrawn GB2365065A (en) 2000-07-28 2000-07-28 Supercharging i.c. engines
GB0023776A Withdrawn GB2364979A (en) 2000-07-28 2000-09-28 An engine supercharger and filter arrangement for a vehicle
GBGB0023777.6A Ceased GB0023777D0 (en) 2000-07-28 2000-09-28 An air intake arrangement for a motor vehicle
GB0023773A Withdrawn GB2364977A (en) 2000-07-28 2000-09-28 A combined air intake, air compressor and battery housing for an internal combustion engine
GB0023772A Withdrawn GB2364976A (en) 2000-07-28 2000-09-28 Battery and supercharger mounting arrangement for an internal combustion engine
GB0023778A Withdrawn GB2365069A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure housing a vehicle battery, an air filter and an electric supercharger
GB0023771A Withdrawn GB2365068A (en) 2000-07-28 2000-09-28 Supercharging i.c. engines
GB0023770A Withdrawn GB2365067A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure with compartments for a battery and an electrically driven supercharger
GB0023774A Withdrawn GB2364978A (en) 2000-07-28 2000-09-28 Mounting an engine supercharger and air filter in an air intake arrangement
GB0023779A Withdrawn GB2364980A (en) 2000-07-28 2000-09-28 An air intake arrangement for an internal combustion engine
GB0102815A Withdrawn GB2365070A (en) 2000-07-28 2001-02-05 Control of electrically-driven supercharger for i.c. engines

Family Applications After (10)

Application Number Title Priority Date Filing Date
GB0023776A Withdrawn GB2364979A (en) 2000-07-28 2000-09-28 An engine supercharger and filter arrangement for a vehicle
GBGB0023777.6A Ceased GB0023777D0 (en) 2000-07-28 2000-09-28 An air intake arrangement for a motor vehicle
GB0023773A Withdrawn GB2364977A (en) 2000-07-28 2000-09-28 A combined air intake, air compressor and battery housing for an internal combustion engine
GB0023772A Withdrawn GB2364976A (en) 2000-07-28 2000-09-28 Battery and supercharger mounting arrangement for an internal combustion engine
GB0023778A Withdrawn GB2365069A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure housing a vehicle battery, an air filter and an electric supercharger
GB0023771A Withdrawn GB2365068A (en) 2000-07-28 2000-09-28 Supercharging i.c. engines
GB0023770A Withdrawn GB2365067A (en) 2000-07-28 2000-09-28 I.c. engine air intake apparatus including an enclosure with compartments for a battery and an electrically driven supercharger
GB0023774A Withdrawn GB2364978A (en) 2000-07-28 2000-09-28 Mounting an engine supercharger and air filter in an air intake arrangement
GB0023779A Withdrawn GB2364980A (en) 2000-07-28 2000-09-28 An air intake arrangement for an internal combustion engine
GB0102815A Withdrawn GB2365070A (en) 2000-07-28 2001-02-05 Control of electrically-driven supercharger for i.c. engines

Country Status (1)

Country Link
GB (11) GB2365065A (en)

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DE10205975A1 (en) * 2002-02-14 2003-08-21 Mann & Hummel Filter Intake system for an internal combustion engine
CN105332830A (en) * 2015-11-24 2016-02-17 怀宁县群力汽车配件有限公司 Air filter
FR3067761A1 (en) * 2017-06-15 2018-12-21 Peugeot Citroen Automobiles Sa AIR OUTPUT CONNECTOR FOR MOTOR VEHICLE

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JPS5918227A (en) * 1982-07-22 1984-01-30 Aisin Seiki Co Ltd Controlling method of supercharger for automobile engine
GB2155542A (en) * 1984-03-06 1985-09-25 Austin Rover Group I.C. Engine supercharger driven via a variable ratio transmission
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GB2182391A (en) * 1985-10-29 1987-05-13 Fuji Heavy Ind Ltd Supercharging system for automotive engines
DE3618449A1 (en) * 1986-05-31 1987-12-03 Erich Dr Mont Zimmermann Turbocharger with electrical auxiliary drive
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Also Published As

Publication number Publication date
GB0023771D0 (en) 2000-11-08
GB2364979A (en) 2002-02-13
GB0023778D0 (en) 2000-11-08
GB2365070A (en) 2002-02-13
GB2365069A (en) 2002-02-13
GB0018428D0 (en) 2000-09-13
GB0023779D0 (en) 2000-11-08
GB0102815D0 (en) 2001-03-21
GB2365068A (en) 2002-02-13
GB2365067A (en) 2002-02-13
GB0023776D0 (en) 2000-11-08
GB2364976A (en) 2002-02-13
GB2364977A (en) 2002-02-13
GB2364978A (en) 2002-02-13
GB0023774D0 (en) 2000-11-08
GB0023777D0 (en) 2000-11-08
GB0023770D0 (en) 2000-11-08
GB0023772D0 (en) 2000-11-08
GB0023773D0 (en) 2000-11-08
GB2364980A (en) 2002-02-13

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