GB2508700A - Using wheel suspension movement to supply intake air to a vehicular i.c. engine - Google Patents

Using wheel suspension movement to supply intake air to a vehicular i.c. engine Download PDF

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Publication number
GB2508700A
GB2508700A GB1317468.5A GB201317468A GB2508700A GB 2508700 A GB2508700 A GB 2508700A GB 201317468 A GB201317468 A GB 201317468A GB 2508700 A GB2508700 A GB 2508700A
Authority
GB
United Kingdom
Prior art keywords
cylinder
piston
air
relation
internal combustion
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Withdrawn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
GB1317468.5A
Other versions
GB201317468D0 (en
Inventor
Abhilash Dombara
Netra Meti
Kiran Ravindran
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Priority to GB1317468.5A priority Critical patent/GB2508700A/en
Publication of GB201317468D0 publication Critical patent/GB201317468D0/en
Publication of GB2508700A publication Critical patent/GB2508700A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/14—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers accumulating utilisable energy, e.g. compressing air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K13/00—Arrangement in connection with combustion air intake or gas exhaust of propulsion units
    • B60K13/02—Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning intake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/10—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
    • 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
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
    • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
    • F03G7/08—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for recovering energy derived from swinging, rolling, pitching or like movements, e.g. from the vibrations of a machine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/60—Vehicles using regenerative power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/97—Engine Management System [EMS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/10—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
    • B60K2025/106—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement by fluid means

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Supercharger (AREA)

Abstract

A system 66 supplies intake air to a vehicular i.c. engine due to movement of a piston 72 in an air cylinder 70 which is effected by suspension movement of at least one wheel relative to the vehicle body. The system 66 comprises a shock absorber 88 comprising a second cylinder 90, a second piston 92 and a damping fluid 96 which is displaced out of the second cylinder 90 by the second piston 92 due to a movement of the wheel relative to the body. The second cylinder 90 is fluidically connected to the system 66 such that a translational movement of the first piston 72 in the first cylinder 70 is effected by the damping fluid 96 being displaced out of the second cylinder 90. The second cylinder 90 may be fluidically connected to the first piston 72 via a piston rod 104 having a smaller cross-section than that of the first piston 72. The air ejected by the system 66 is guided directly into the intake manifold (60, fig.4), without being stored, to increase intake manifold pressure.

Description

System for Supplying an Internal Combustion Engine of a Vehicle with Air The invention relates to a system for supplying an internal combustion engine of a vehicle with air according to the preamble of patent claim 1.
Modern internal combustion engines for driving vehicles, in particular passenger vehicles are usually equipped with at least one turbo-charger. Such a turbo-charger has at least one turbine which can be driven by exhaust gases of the internal combustion engine. The turbo-charger also has at least one compressor by means of which air can be compressed. The air compressed by the compressor is guided into at least one combustion chamber of the internal combustion engine. By supplying the internal combustion engine with compressed air a very efficient operation of the internal combustion engine can be realized. Furthermore, a very high torque output and power output of the internal combustion engine can be realized with a very little cubic capacity only.
The compressor of the turbo-charger is driven by the turbine. Thus, energy contained in the exhaust gas of the internal combustion engine can be used to compress the air.
Without such a turbo-charger the energy would get lost unused.
However, in case of using such a turbo-charger the so called turbo-lag can occur. The turbo-lag is the period of time required by the internal combustion engine to change power output in response to a throttle change effected by the driver of the vehicle. In other words, the turbo-lag is the period of time between a first point of time when the driver of the vehicle increases the torque output demand and a second point of time when the torque demanded by the driver can be provided by the internal combustion engine using the turbo-charger. For example, the turbo-lag can occur when the driver of the vehicle increases the torque demand after decelerating the vehicle. In this case it would take some time to build up a sufficient rotary speed of the turbo-charger in order to supply internal combustion engine with enough air so that the demanded torque can be provided.
The turbo-lag could be reduced or eliminated by a finding a way to supply the internal combustion engine with air without a time delay or with a very short time delay only after the increase of torque demand.
A system for supplying an internal combustion engine of a vehicle with air can be found in WO 2009/021470 Al. This system comprises at least one device having at least one cylinder and at least one piston. The piston is translationally movably arranged within the cylinder. The device is capable of supplying the internal combustion engine with air due to a translational movement of the piston in relation to the cylinder. In other words: In order to supply the internal combustion engine with air by means of the device, the piston is to be translationally moved in relation to the cylinder. Thereby, for example, air can be ejected by the device and used for supplying the internal combustion engine with air.
The translational movement of the piston in relation to the cylinder is effectable by a movement of at least one wheel of the vehicle in relation to a body of the vehicle. The wheel is at least indirectly pivotably mounted on the body. If the wheel is moved in relation to the body, a translational movement of the piston in ielation to the cylindei is caused.
For example, the movement of the wheel in relation to the body can be caused by a bumpy road the vehicle is driving on wherein the vehicle rolls on the road via the wheel. In other words, the vehicle is supported on the road via the wheel.
It is an object of the present invention to provide a system for supplying an internal combustion engine of a vehicle with air by means of which system the internal combustion engine can be supplied with air particularly efficiently and effectively.
This object is solved by a system having the feature of patent claim 1. Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to provide a system of the kind indicated in the preamble of patent claim 1, by means of which an internal combustion engine of a vehicle, in particular a passenger vehicle can be supplied with air particularly efficiently and effectively, according to the present invention the system comprises at least one shock absorber via which the wheel is at least indirectly supportable on the body of the vehicle. The shock absorber comprises at least one second cylinder and at least one second piston. The second piston is translationally movably arranged within the second cylinder. This means that the second piston can be translationally moved in relation to the second cylinder.
The shock absorber also comprises a damping fluid received at least partly the second cylinder. The damping fluid is displacable at least partly out of the second cylinder by a translational movement of the second piston in relation to the second cylinder due to a movement of the wheel in relation to the body. In other words, movements of the wheel in relation to the body can be damped by the shock absorber which is also referred to as damper. If the wheel is moved in relation to the body, the second piston is moved translationally in relation to the second cylinder. Thereby, the damping fluid contained in the second cylinder is displaced at least partly out of the second cylinder.
The second cylinder is fluidically connected to the device such that a translational movement of the first piston in relation to the first cylinder is effectable by the damping fluid displaced out of the second cylinder. This means that the damping fluid displaced by a translational movement of the second piston in relation to the second cylinder is used to effect a translational movement of the first piston in relation to the first cylinder which in turn causes the supply of the internal combustion engine with air. In the system according to the present invention the shock absorber itself is not directly used to supply the internal combustion engine with air. The shock absorber is used to drive the device. This means that the shock absorber is used to cause translational movements of the first piston in relation to the first cylinder so that the air supply can be effected by the device.
Thus, a segregation of functions is realized. Hence, the shock absorber can be designed such that it is capable of damping the movements of the vehicle in relation to the body very effectively and efficiently. Moreover, the device can be designed such that it is capable of providing air very efficiently and effectively. By connecting the device to the shock absorber, movements of the second piston in relation to the second cylinder can be used to drive the device. Thereby, energy which usually gets lost unused during damping can be used at least partly to drive the device and, thus, supply the internal combustion engine with air.
By means of the system according to the present invention the turbo-lag of the internal combustion engine can be kept particularly low or avoided since the internal combustion engine can be supplied with air without a time delay or with a very short time delay only when the driver of the vehicle increases the torque demand.
In an advantageous embodiment of the invention the damping fluid is displacable at least partly out of the second cylinder by an extension and/or a compression of the shock absorber. Hence, compressions strokes and/or expansion strokes of the shock absorber can be used to effect translational movements of the first piston in relation to the first cylinder. Thereby, expansions strokes and/or compression strokes of the shock absorber can be used to supply the internal combustion engine with air.
Further advantages, features and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic side view of a vehicle driving on a road, wherein the vehicle is accelerated, decelerated and accelerated again by the driver; Fig. 2 a schematic sectional side view of a system for supplying an internal combustion engine of the vehicle with air, the system comprising a device having a first cylinder and a first piston, the system also comprising a shock absorber for driving the device such that the internal combustion engine can be supplied with air by translational movement of the first piston in relation to the first cylinder; Fig. 3 a further schematic sectional side view of the system; and Fig. 4 a schematic partial view of the internal combustion engine which can be supplied with air by means of the system.
In the Figs. the same elements or elements having the same functions are designated by the same reference signs.
Fig. 1 shows a vehicle 10 in the form of a commercial vehicle driving on a road 12. The vehicle 10 has a body 14 and a driver's cab 16. For example, the vehicle 10 also has a frame not shown in Fig. 1, wherein the body 14 and the driver's cab 16 are mounted on the frame. As can be seen from Fig. 1, the vehicle 10 rolls on a surface 18 of the road 12 via wheels 20. The vehicle 10 also has an internal combustion engine 22 shown in Fig. 2.
The internal combustion engine 22 serves for driving the vehicle 10. The internal combustion engine 22 has a cylinder housing 24 with combustion chambers in the form of cylinders from which one cylinder 26 is shown in Fig. 4. The internal combustion engine 22 also has a cylinder head 28 connected to the cylinder housing 24. A piston 30 of the internal combustion engine 22 is arranged within the cylinder 26, wherein the piston 30 is translationally movable in relation to the cylinder 26.
The cylinder head 28 has at least one intake port 32 through which air can flow. The intake port 32 serves for guiding the air into the cylinder 26 so that combustions can take place within the cylinder 26. The cylinder head 28 also has at least one outlet port 34 through which exhaust gas resulting from the combustions inside the cylinder 26 can flow.
The internal combustion engine 22 has at least one intake valve 36 for controlling the flow of the air into the cylinder 26. The intake valve 36 is translationally movably mounted on the cylinder head 28. The internal combustion engine 22 also comprises an exhaust valve 38 for controlling the flow of the exhaust gas out of the cylinder 26 into the outlet port 34.
The exhaust valve 38 is translationally movably mounted on the cylinder head 28. The internal combustion engine 22 also has a fuel injector 40 by means of which fuel can be directly injected into the cylinder 26.
The exhaust gas can flow through the outlet port 34 and a duct element 42 which is fluidically connected to the outlet port 34. The exhaust gas is guided to a turbine 44 of a turbo-charger 46 by means of the duct element 42. The turbine 44 has a turbine housing 48 in which a turbine wheel 50 is rotatably arranged. The turbine 44 is designed as a radial flow turbine, wherein the exhaust gas flowing through the turbine housing 48 drives the turbine wheel 50.
The turbo-charger 46 also has a compressor 52 comprising a compressor housing 54 and a compressor wheel 56 being rotationally arranged within the compressor housing 54.
The compressor wheel 56 serves for compressing air. The compressed air flows through the compressor housing 54 to an intake manifold 60 of the internal combustion engine 22.
The compressed air can flow through the intake manifold 60 into the intake port 32.
As can be seen from Fig. 4, the turbine wheel 50 and the compressor wheel 56 are connected to a shaft 58 of the turbo-charger 46. Thereby, the compressor wheel 56 can be driven by means of the turbine wheel 50 which in turn can be driven by the exhaust gas. Thus, energy contained in the exhaust gas can be used to compress air so that the internal combustion engine 22 can be supplied with compressed air.
The amount of compressed air the internal combustion engine 22 can be supplied with depends on the rotational speed of the compressor wheel 56 and, thus! the turbine wheel 50. The rotational speed of the turbine wheel 50 and, thus, the compressor wheel 56 depends on the mass flow of the exhaust gas flowing from the cylinder 26 into the outlet port 34, the duct element 42 and the turbine housing 48.
Referring now to Fig. 1, the vehicle 10 is accelerated by the driver during a first period of time A. As can be seen from Fig. 1, the surface 18 of the road 12 is bumpy in an area 62.
Thus, the vehicle 10 is decelerated by the driver during a second period of time B following the first period of time A. During the second period of time B, the torque demanded by the driver is low, wherein the torque demanded by the driver is to be provided by the internal combustion engine 22. The deceleration leads to a low speed of the vehicle 10 which in turn leads a low rotary speed of the internal combustion engine 22 or its crank shaft. This leads to a low mass flow of the exhaust gas which in turn leads to a low rotary speed of the turbine wheel 50.
In an area 64 following the area 62 the surface 18 of the road 12 is flat again. Thus, the vehicle 10 is accelerated again during a third period of time C following the second period of time B. In order to accelerate the vehicle 10, the driver increases the torque demand during the third period of time C in comparison with the second period of time B. In order to provide the torque demanded by the driver during the third period of time C, the rotational speed of the turbine wheel 50 and the compressor wheel 56 has to be increased in comparison to the second period of time B. The internal combustion engine 22 can provide the increased torque demanded by the driver only then when the turbine wheel 50 and the compressor wheel 56 have an adequate rotational speed. Thus, a turbo-lag can occur. The turbo-lag is the period of time between a first point of time when the driver increases the torque demand and a second point of time when the torque demanded by the driver can be provided by the internal combustion engine 22.
In order to keep the turbo-lag particularly low or eliminate the turbo-lag and in order to supply the internal combustion engine 22 with air particularly efficiently and effectively, the vehicle 10 has a system 66 shown in Figs. 2 and 3. The system 66 comprises a device 68 having at least one first cylinder 70 and at least one first piston 72. The first piston 72 is translationally movably arranged within the first cylinder 70. This means that the first piston 72 can be moved translationally in relation to the first cylinder 70.
The first cylinder 70 has lateral walls 74 and a bottom 76. The lateral walls 74 and the bottom 76 and the piston 72 bound a working chamber 78 having a volume that can be varied. The volume of the working chamber 78 can be varied by moving the first piston 72 translationally in relation to the first cylinder 70.
If the first piston 72 is translationally moved towards the bottom 76-as shown in Fig. 2-the volume of the working chamber 78 is decreased. Thereby, air contained in the working chamber 78 is displaced out of the working chamber 78, this means out of the first cylinder 70 via at least one outlet opening 80 of the bottom 76. A one-way valve 82 is arranged in the outlet opening 80 so that the air can flow out of the working chamber 78 through the outlet opening 80. However, the one-way valve 82 keeps ambient air from flowing through the outlet opening 80 into the working chamber 78 when the piston 72 is moved away from the bottom 76.
The air flowing out of the first cylinder 70 through the outlet opening 80 is guided by a duct element 84 (Fig. 4) into the intake manifold 60 so that the internal combustion engine 22 can be supplied with the air flowing out of the first cylinder 70. If the pressure inside the intake manifold 60 is higher than the pressure inside the duct element 84 a flap 86 closes the duct element 84 so that the high pressure air coming from the compressor 52 cannot flow into the duct element 84 and to the device 68.
Thus, the device 68 is capable of supplying the internal combustion engine 22 with air due to translational movements of the first piston 72 in relation to the first cylinder 70. As described below the translational movements of the first piston 72 in relation to the first cylinder 70 is effectable by a movement of at least one of the wheels 20 in relation to the body 14.
The system 66 also comprises at least one shock absorber 88. One of the wheels 20 is supported on the body 14 at least indirectly via the shock absorber 88. For example, the wheel 20 can be supported on the frame via the shock absorber 88 so that movements of the wheel 20 in relation to the frame and the body 14 can be damped by means of the shock absorber 88. The wheels 20 are pivotably mounted on the body 14 at least indirectly. For example, the wheels 20 can be piovtably mounted on the frame so that the wheels 20 can be pivoted in relation to the frame and in relation to the body 14 and the drivers' cab 16.
The shock absorber 88 comprises at least one second cylinder 90 and at least one second piston 92 having through openings 94. The second piston 92 is translationally movably arranged within the second cylinder 90. This means that the second cylinder 90 can be moved translationally in relation to the second cylinder 90. The shock absorber 88 also comprises a damping fluid 96 received or contained in the second cylinder 90. The second cylinder 90 has lateral walls 91, a top wall 93 and a bottom wall 95 bounding a receiving space 97 for receiving the damping fluid 96.
The damping fluid 96 is displacable at least partly out of the second cylinder 90 by translational movements of the second piston 92 in relation to the second cylinder 90 due to a movement of the wheel 20 in relation to the body 14. As can be seen from Figs. 2 and 3, the second cylinder 90 is fluidically connected to the device 68 by at least one duct element 98 such that a translational movement of the first piston 72 in relation to the first cylinder 70 is effectable by the damping fluid 96 displaced out of the second cylinder 90.
Fig. 2 shows a compression stroke of the shock absorber 88. The compression stroke occurs when the wheel 20 supported on the body 14 at least indirectly by means of the shock absorber 88 is moved in the vertical direction of the vehicle 10 upwardly in relation to the body 14. During the compression stroke the second piston 92 is moved towards the top wall 93. Thereby, the damping fluid 96 is displaced at least partly out of the second cylinder 90 via at least one through opening 100 of the lateral wall 91. This means that the damping fluid 96 can flow out of the second cylinder 90 through the through opening into the duct element 98. The duct element 98 has a tubular portion 102. The first piston 72 is connected to a piston rod 104 which is at least partially arranged in the tubular portion 102. The piston rod 104 and the first piston 72 can move together translationally in relation to the first cylinder 70 and the tubular portion 102. The damping fluid 96 displaced out of the second cylinder 90 is guided by means of the duct element 98 to the piston rod 104 so that the damping fluid 96 displaced out of the second cylinder can act upon the first piston 72 via the piston rod 104 connected to the first piston 72.
Thereby, the piston rod 104 is pushed out of the tubular portion 102 by the damping fluid 96 displaced out of the second cylinder 90. This causes a translational movement of the first piston 72 towards the bottom 76 so that air flows out of the outlet opening 80.
The tubular portion 102 also serves for guiding the piston rod 104. As can be seen from Fig. 2, the first piston 72 has a first cross-section area 106 for effecting the ejection of air and the supply of the internal combustion engine 22 with air. The piston rod 104 has a second cross-section area 108 to be subjected to the displaced damping fluid. The second cross-section area 108 is smaller than the first cross-section area 106.
The device 68 also comprises a spring element 110. The spring element 110 is supported on the bottom 76 on the one side and on the first piston 72 on the other side. Thus, the spring element 110 is compressed and, thus, loaded when the first piston 72 is moved towards the bottom 76.
Fig. 3 shows an expansion stroke of the shock absorber 88. The expansion stroke occurs when the wheel 20 is pivoted in the vertical direction of the vehicle 10 downwardly in relation to the body 14. As can be seen from Fig. 3, the damping fluid contained in the duct element 98 is sucked back into the second cylinder 90 during the expansion stroke.
Thus, the spring element 110 can expand at least partly thereby pushing the first piston 72 away from the bottom 76. Thereby, the piston rod 104 is pushed into the tubular portion 102. By moving the first piston 72 away from the bottom 76 ambient air is sucked into the first cylinder 70 via inlet openings 112 of the bottom 76. One-way valves 114 are arranged in the inlet openings 112. The one-way valves 114 allow the air to flow through the inlet openings 112 into the working chamber 78. Ambient air is sucked into the cylinder 70 since the volume of the working chamber 78 is increased by moving the first piston 72 away from the bottom 76. During the compression stroke the one-way valves 114 prevent the air from flowing out of the cylinder 70 through the inlet openings 112.
In Fig. 3, the top dead centre of the first piston 72 is designated with TDC. The bottom dead centre of the first piston 72 is designated with BDC. Since the first piston 72 can be moved from the bottom dead centre BDC into the top dead centre TDC and back, the first piston 72 can make a stroke h which is the distance between the bottom dead centre BDC and the top dead centre TDC.
The first cylinder 70 is also referred to as air cylinder and has a circular shape with a radius r. For example, the internal combustion engine 22 is designed as a heavy duty truck V8 engine with a capacity of four litres, wherein the intake manifold 60 has a volume of 1000cc at one atm. For example, the amount of air inside the intake manifold 60 during the period of time A is 1400cc. When the vehicle 10 drives over a bump of the surface 18, two wheels at a time are moved in the vertical direction of the vehicle 10 upwardly in relation to the body 14. Thus, two air cylinders should be able to convey 400cc of air into the intake manifold 60.
Thus, 200cc of air is to be conveyed into the intake manifold 60 by one air cylinder, for example, by the cylinder 70. For the radius r = 4cm the stroke h = 2001(4*4*3.142) 4cm.
Hence, the stroke h or the height of the cylinder 70 would be 4cm.
By connecting the device 68 to the shock absorber 88 energy that usually gets lost unused can be used to pump air into the intake manifold 60. The compression and expansion strokes of the shock absorber 88 generate a to and fro movement of the first piston 72 which can, for example, suck and/or pump air into the intake manifold 60. Since the first cylinder 70 and the second cylinder 90 are separate components, each of the cylinders 70, 90 can be designed in such a way that respective demands can be made particularly efficiently and effectively.
For example, the spring element 110 has a spring constant K such that the spring element 110 only helps push the piston 72 to the top dead centre TDC after the compression stroke.
A two-way valve 116 is arranged in the through opening 100 so that the damping fluid can flow from the duct element 98 into the second cylinder 90 and from the second cylinder into the duct element 98.
As can be seen from Figs. 2 and 3, the design of the system 66 is simple, easy to implement and economical. For controlling the internal combustion engine 22, an ECU (Electronic Controlling Unit) is used.
The pressure in the intake manifold 60 is referred to as suction pressure Ps. The suction pressure p3 is proportional to the rotational speed of the internal combustion engine 22.
Conveying air into the manifold 60 by means of the device 68 results in an added pressure Paju in the intake manifold 60. An overall pressure Pm(old) in the intake manifold is: Pm(old) = Pa + Plurbo, wherein Pturbo is the pressure caused by the turbo-charger 46. A pressure stored in a map of the ECU is designated by Prn(now) = Padd + p3 + Plurbo. The precise computation of Paud is possible due to the above relations as well as other values being known and/or computable. The ECU can determine the exact amount of fuel to be injected into the cylinder 26 based on Pm(new) Since the air ejected by the device 68 is guided directly into the intake manifold 60 no accumulator or tank is required since the air ejected by the device 68 is not stored but used instantly. If the additional air provided by the device 68 is not usable since, for example, there is no driver demand, the air can be discharged during the exhaust stroke.
List of reference signs vehicle 12 road 14 body 16 drivers cab 18 surface wheel 22 internal combustion engine 24 cylinder housing 26 cylinder 26 cylinder head piston 32 intake port 34 outlet port 36 intake valve 38 exhaust valve fuel injector 42 duct element 44 turbine 46 turbo-charger 48 turbine housing turbine wheel 52 compressor 54 compressor housing 56 compressor wheel 58 shaft intake manifold 62 area 64 area 66 system 68 device first cylinder 72 first piston 74 lateral wall 76 bottom 78 working chamber outlet opening 82 one-way valve 84 duct element 86 flap 88 shock absorber second cylinder 91 lateral wall 92 second piston 93 bottom wall 94 through opening bottom wall 96 damping fluid 97 receiving space 98 duct element through opening 102 tubular portion 104 piston rod 106 first cross-section area 108 second cross-section area spring element 112 inlet opening 114 one-way valve 11 6 two-way valve A period of time B period of time C period of time TDC top dead center BDC bottom dead center radius h stroke

Claims (5)

  1. Claims A system (66) for supplying an internal combustion engine (22) of a vehicle with air, the system (66) comprising at least one device (68) having at least one cylinder (70) and at least one piston (72) which is translationally movably arranged within the cylinder (70), wherein the device (68) is capable of supplying the internal combustion engine (22) with air due to a translational movement of the piston (72) in relation to the cylinder (70), the translational movement of the piston (72) in relation to the cylinder (70) being effectable by a movement of at least one wheel (20) of the vehicle (10) in relation to a body (14) of the vehicle (10), characterized in that the system (66) comprises at least one shock absorber (88) via which the wheel (20) is supportable on the body (14) at least indirectly, the shock absorber (88) comprising -at least one second cylinder (90), -at least one second piston (92) which is translationally movably arranged within the second cylinder (90), and -a damping fluid (96) received in the second cylinder (90), the damping fluid (96) being displacable at least partly out of the second cylinder (90) by a translational movement of the second piston (92) in relation to the second cylinder (90) due to a movement of the wheel (20) in relation to the body (14), wherein the second cylinder (90) is fluidically connected to the device (68) such that a translational movement of the first piston (72) in relation to the first cylinder (70) is effectable by the damping fluid (96) displaced out of the second cylinder (90).
  2. 2. The system (66) according to claim 1, characterized in that the damping fluid (96) is displacable at least partly out of the second cylinder (90) by an expansion and/or a compression of the shock absorber (88).
  3. 3. The system (66) according to any one of claims 1 or 2, characterized in that the first piston (72) has a first cross-section area (106) for effecting the supply of the internal combustion engine (22) with air, wherein the second cylinder (90) is fluidically connected to the first piston (72) via a piston rod (104) having a second cross-section area (108) to be subjected to the displaced damping fluid (96), the second cross-section area (108) being smaller than the first cross-section area (106).
  4. 4. The system (66) according to claim 3, characterized in that the piston rod (104) is at least partially arranged in and guided by a tube (102), the piston rod (104) being translationally movable in relation to the tube (102).
  5. 5. The system (66) according to any one of the preceding claims, characterized in that the device (68) comprising at least one spring element (110), the first piston (72) being capable of loading the spring element (110) by moving translationally in relation to the first cylinder (70).
GB1317468.5A 2013-10-02 2013-10-02 Using wheel suspension movement to supply intake air to a vehicular i.c. engine Withdrawn GB2508700A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1317468.5A GB2508700A (en) 2013-10-02 2013-10-02 Using wheel suspension movement to supply intake air to a vehicular i.c. engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1317468.5A GB2508700A (en) 2013-10-02 2013-10-02 Using wheel suspension movement to supply intake air to a vehicular i.c. engine

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GB201317468D0 GB201317468D0 (en) 2013-11-13
GB2508700A true GB2508700A (en) 2014-06-11

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106438246A (en) * 2016-11-11 2017-02-22 湖南城市学院 Energy recycling method for vehicle damper
SE1850191A1 (en) * 2018-02-21 2019-08-22 Scania Cv Ab Vehicle, Pump, and Inlet System

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3507580A (en) * 1967-05-12 1970-04-21 Landon H Howard Energy generator
US20040144581A1 (en) * 2003-01-23 2004-07-29 Bratton William Harvey Suspension system powered supercharger
WO2009021470A1 (en) * 2007-08-16 2009-02-19 Libor Herber Method and equipment for utilization of energy released through vehicle
EP2468543A2 (en) * 2010-12-27 2012-06-27 Seat, S.A. System for generating compressed air and method for managing the generation of compressed air in an automobile

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3507580A (en) * 1967-05-12 1970-04-21 Landon H Howard Energy generator
US20040144581A1 (en) * 2003-01-23 2004-07-29 Bratton William Harvey Suspension system powered supercharger
WO2009021470A1 (en) * 2007-08-16 2009-02-19 Libor Herber Method and equipment for utilization of energy released through vehicle
EP2468543A2 (en) * 2010-12-27 2012-06-27 Seat, S.A. System for generating compressed air and method for managing the generation of compressed air in an automobile

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106438246A (en) * 2016-11-11 2017-02-22 湖南城市学院 Energy recycling method for vehicle damper
SE1850191A1 (en) * 2018-02-21 2019-08-22 Scania Cv Ab Vehicle, Pump, and Inlet System

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