GB2364977A - A combined air intake, air compressor and battery housing for an internal combustion engine - Google Patents
A combined air intake, air compressor and battery housing for an internal combustion engine Download PDFInfo
- Publication number
- GB2364977A GB2364977A GB0023773A GB0023773A GB2364977A GB 2364977 A GB2364977 A GB 2364977A GB 0023773 A GB0023773 A GB 0023773A GB 0023773 A GB0023773 A GB 0023773A GB 2364977 A GB2364977 A GB 2364977A
- Authority
- GB
- United Kingdom
- Prior art keywords
- air
- battery
- enclosure
- supply path
- engine
- 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.)
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Classifications
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- 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
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- 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
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- 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
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- 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
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- 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
An air intake apparatus for supplying air to an internal combustion engine comprises a unitary hollow enclosure (50) housing a motor vehicle battery (16), and an air compressor (10) for compressing air supplied to the engine. The enclosure (50) is partly divided by a partition wall (92) into a battery compartment (56) and a compressor and air filter compartment (58). An engine air supply path (3) runs through the enclosure from an air inlet (52) at a lower part of the housing, up around the battery (16) to a passage (90) through the partition wall (92), higher than the inlet (52), and then to the inlet (98) of the compressor (10), at a yet higher position. The air from the compressor passes through a diffuser chamber (84) to the enclosure outlet (54) and then to the engine.
Description
2364977 An Air Intake Arrangement for an Internal Combustion Engine The
present invention relates to an air intake apparatus 5 for a motor vehicle.
Motor vehicle batteries are usually mounted freely within an engine compartment. Such a position exposes the battery to extremes of cold in the winter, and to heat radiated or convected from the engine in the summer.
It is therefore know to provide around the battery thermal insulation, however, this can have the effect of trapping in heat generated by the battery itself when supplying current.
In some applications, notably, supplying current to an electrically powered supercharger, the current to be supplied by the battery can be very large, of the order of 150 amps at 12 volts. In this situation, it becomes even more important to control the battery temperature, as a cold battery will not supply as much current as a warm battery and a hot battery can become dangerously hot.
It is an object of the present invention to address these issues.
According to the invention, there is provided an air intake apparatus for an internal combustion engine, comprising a hollow unitary enclosure, a motor vehicle battery, the battery being housed within the enclosure, an engine air supply path through the enclosure, an air compressor for assisting airflow along the air supply path to the engine, the compressor having an air inlet and being housed within the enclosure, an air inlet to the enclosure and an air outlet from the enclosure, said inlet and outlet defining respectively an upstream end of the air supply path and a downstream end of the air supply path, the enclosure being partly divided by a partition into a battery compartment and a compressor compartment, the partition have an air passage therethrough and the battery being in the air path upstream of the partition, and the compressor forming at least a part of the air path downstream from the partition, wherein the air inlet is at a lower level than the air channel through the partition, and the air channel through the partition is at a lower level than the air inlet to the compressor.
Since the temperature of the air will generally rise as it passes along the air supply path,this arrangement helps to increase the efficiency of the air flow. In addition, since the battery will generally be cooler than the compressor, or any other electronics downstream of. the battery, the cooling efficiency is maximised by this arrangement, since generally cooler items are cooled first.
The air supply path preferably extends between one or more external surfaces of the battery and one or more internal surfaces of the hollow enclosure including a lower surface of the battery and an internal surface of the hollow enclosure opposite the lower surface of the battery.
In a preferred embodiment of the invention, the air inlet 30 is entirely below the lower surface of the battery. The air supply path downstream of the battery may be entirely above the level of the battery lower surface.
If at least one solid state electronic device is provided 35 within the enclosure, the solid state device may be positioned within the air supply path downstream of the battery and at a level extending above the level of the battery lower surface, so that air flow along the air supply path cools the solid state device when in said 5 device is in use.
The internal surface of the hollow enclosure opposite the lower surface of the battery may have projecting ribs that support the weight of the battery, said ribs having air channels therebetween to direct the flow of air along the air supply path beneath the battery.
Preferably, the supply path extends between one or more external vertically extending surfaces of the battery and one or more vertically extending internal surfaces of the hollow enclosure opposite the lower surface of the battery. These vertically extending internal surfaces of the hollow enclosure may have projecting ribs that help locate the battery within the enclosure, and these ribs can then have ribs having air channels therebetween to direct the flow of air upwards along said vertically extending surfaces of the battery.
In a preferred embodiment of the invention the apparatus includes an air filter, with the air filter extending across the air supply path at a level no higher than the level of the compressor air inlet.
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 a motor vehicle having a 1.4 litre, four cylinder engine system with an air intake apparatus that includes an electrically powered intake compressor. according to the 4 invention; Figure 2 is a graph plotting engine torque against engine speed for the 1.4 litre engine of Figure 1 when naturally aspirated, tuned either for maximum torque at moderate engine speed, or maximum engine power at higher engine speed; Figure 3 is a graph similar to that of Figure 2, showing also the effect on engine torque output with the engine of Figure 1 when using the intake compressor; Figure 4 is a graph plotting engine compressor torque boost against driver throttle engine demand for the engine of Figure 1; Figure 5 is a graph of compressor demand against driver throttle angle demand for the engine of Figure 1; Figure 6 is a perspective view of the air intake apparatus used with the engine of Figure 1; Figure 7 is an exploded view of a housing and internal components that form the air intake apparatus of Figure 6; Figure 8 is a top plan view of the air intake 30 apparatus of Figure 7, showing two separate removable access panels on upper surfaces of the housing; Figure 9 is a top plan view of the air intake apparatus similar to that of Figure 8, but with the 35 two access panels removed, and no components within the housing; Figure 10 is a perspective view of the empty housing of Figure 9; Figure 11 is a perspective view of a portion of the housing, with an access panel removed to show the compressor within the housing, and an air outlet pipe from the compressor extending through an air diffuser chamber to an air outlet from the housing; Figure 12 is a different perspective view of the portion of the housing shown in Figure 11, looking into the air outlet to show the arrangement of the is air outlet pipe with respect to the air outlet and the diffuser chamber; Figure 13 is a perspective view from underneath of a portion of a divider plate that covers the air compressor and air diffuser chamber of Figures 11 and 12, showing an air flap valve in the diffuser plate in a closed position; Figure 14 is a perspective view similar to that of Figure 13, with the air flap valve removed to show an air grille through the divider plate by which bypass air flows into the diffuser chamber to the housing air outlet.
Figure 1 shows schematically part of a motor vehicle 7 having a supercharged reciprocating piston internal combustion engine 1, with four in-line cylinders 2, an air inlet manifold 4 and an exhaust manifold 6 leading to and from each of the cylinders 2, and a fuel injection system 8 for supplying fuel to cylinders 2 in a manner well-known 1 6 in the art. An electrically driven supercharger 10 is provided upstream of the inlet manifold 4.
Air flows to the inlet manifold 4 through the supercharger 10 when this is operational, and when the supercharger is operating at below full capacity, or is disabled, also through an air bypass conduit 12 in parallel with the supercharger 10. Air is supplied to the supercharger 10 and/or the bypass 12 along an inlet air path 3.
The air bypass conduit 12 has an air valve 13 that automatically opens to permit inlet air 5 to bypass the supercharger when the supercharger airflow 15 is insufficient to charge the engine cylinders 2 with air.
The air supply to the engine 1 is then controlled by the setting of a throttle valve 17 downstream of the supercharger 10 and bypass 12, and the activation of the supercharger 10. When the supercharger 10 is not activated, the engine 1 is normally aspirated, and when the supercharger 10 is activated, the airflow to the engine is increased.
The supercharger is driven only by an electrical motor (M) 14 powered by a conventional 12-volt lead/acid vehicle battery 16. The battery 16 also lies within the air supply path 3, so that inlet air flows around the battery 16.
An air f ilter 9 is provided in the air supply path 3 downstream of the battery 16 and upstream of the supercharger 10 and air bypass 12.
As will be explained in more detail below, the battery 16, filter 9, supercharger 10 and air bypass 12 are all houses within a hollow enclosure 50.
The vehicle driver (not shown) can control the engine power via a movable accelerator pedal assembly 18, that provides an electrical signal 20 to an engine control unit (ECU) 22. 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 calculates an engine torque demand from the various input signals, and 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. The engine torque demand is therefore set at least in part by the position of the accelerator pedal.
is As will be explained in more detail below, when the driver moves the accelerator pedal to demand engine torque in excess of that which can be delivered by the engine 1 when naturally 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 curve 30 of Figure 2, the engine can be tuned to provide either good power at high engine speeds Ppower tune"), but at the expense of low-end torque.
Alternatively, as shown by curve 32, the engine can be tuned to give good torque at low and moderate engine speeds Ptorque tune"), but at the expense of top-end power. Whilst "power tune" will appeal to the 1 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 3500 rpm. Although engine gearing can be selected to minimize undesirable characteristics, in practice conventional engines are tuned to achieve a compromise.
With reference to Figure 3, 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, as illustrated by curve 30. This has the secondary effect of allowing good fuel economy at steady highway cruising speeds. As can be seen from curve 34, an increase in maximum engine torque is then provided with a supercharger torque boost (or equivalently engine power boost) when the driver demands power in excess of that available from a naturally aspirated engine, as shown by the curve with supercharger boost 11SCBIl. The boost is made available under control of the engine control unit 22 only in a region of low 38 and moderate engine speeds 33, and is progressively limited to transition smoothly into engine power at point 35 without compressor torque boost in a region of higher engine speeds 36. This is done by progressively limiting the maximum allowable supercharger boost proximate a transition point 40, 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 (in this example below about 3500 rpm) reduces the potential benefits provided by the supercharger, and a deviation too far above this point (in this example above about 5750 rpm) will lead to excess torque in a region of engine operation where this is not needed under most driving conditions, or desired from the point of view of fuel economy.
Thus, the engine controller enables use of the compressor driver only in such a way that the engine torque output with the compressor torque boost peaks in the region of moderate engine speed.
The boosted torque curve could, however, transition smoothly into the unboosted torque curve 30 in a region of lower engine speeds 38, as shown by dashed line 39.
Figure 4 shows a graph of engine torque supercharger boost against driver throttle angle demand between 00 and 900.
The diagonal straight lines on the graph are labelled with engine speed in RPM, between 1250 RPM and 5400 RPM. The vertical scale corresponds between the difference in engine torque in Figure 3 between the boosted torque curve 34 and the un-boosted torque curve 30. At the maximum throttle angle 9011, the engine torque supercharger boost is the maximum value shown in Figure 3. As throttle angle demands declines from 900, so does the engine torque supercharger boost, until this declines to 0 boost corresponding to curve 30 of Figure 3.
As can be seen from Figure 4, as the engine speed increases towards the transition point 35 of Figure 3, the slope of the engine torque supercharger boost curve declines, until at the transition point 35, there is no engine torque supercharger boost. This shows graphically the progressive disabling of the supercharger boost.
Figure 5 shows the operation of the supercharger in another way, with compressor demand plotted against driver throttle angle demand between 00 and 900. Again, the various lines are labelled with the engine speed in RPM.
The compressor demand is equivalent to the electrical power supplied to the supercharger motor 14. The plots begin at a compressor demand at about 0.2, at which point the air supplied by the supercharger begins to have an appreciable effect on engine torque. As can be seen from Figure 5, as engine speed increases, so does the minimum compressor demand needed to appreciably boost torque. This is due to the increased air flow to the inlet manifold 4 as engine speed increases.
Figures 6 to 14 all show detailed views of the air intake apparatus according to the invention. Figure 6 shows an external perspective view of the unitary housing 50 that holds the battery 16, filter 9, compressor 10 and air bypass 12. The air supply path 3 through the unitary housing 50 begins at an air inlet 52 in a lower portion of the housing 50, and terminates at an air outlet 54 at a higher level in the housing 50.
The housing 50 includes the battery compartment 56 and the supercharger compartment 58. Each compartment 56, 58 has a corresponding access panel 60, 62 which is removably attached by screws 64 to a unitary housing base 66 that forms a lower part of the enclosure 50.
The battery compartment access panel 60 has a pair of apertures 61,63, by which a pair of battery terminals 65,67 can protrude through the housing 50 when the battery access panel is affixed to the housing base 66.
The unitary housing base 66 is mounted at a number of supports 68 extending downwards from the housing base 66 to a steel mounting plate 70, which is itself bolted to an inner surface of an engine compartment (not shown).
The hollow enclosure 50 is formed from a moulded plastics material, for example ABS, or glass-filled nylon.
Figure 7 shows the mounting plate, hollow enclosure 50 and a number of components inside the enclosure 50 in an exploded, perspective, view. The battery 16 is housed within the battery compartment 56, together with supercharger drive electronics 72.
The supercharger compartment 58 contains a larger number of components, including the filter 9, supercharger 10 and supercharger motor 14. Also in the supercharger compartment 58 are the divider plate 74 that extends horizontally across a portion of the supercharger compartment 58 beneath the supercharger access cover 62, and the f lap air bypass valve 13. The air filter 9 has a rectangular outline, and sits within a similar rectangular recess 56 within the divider plate 74. The divider plate 74 has an air grill 78 to the underside of which is attached the air flap 13, and a curved plate 80 to limit the deflection of the air flap 13 away from the grill 78.
The supercharger compartment 58 is divided into a main portion AV2, which houses the compressor 10, motor 14 and air filter 9, and a minor portion 84, which is referred to herein as a diffuser chamber 84. The divider plate air grill 78, and air flap 13 lie over the diffuser chamber 74, with a flexible seal 86 making an air-tight seal between the diffuser chamber 84 and divider plate 74.
The air supply path 3 between the air inlet 52 and air outlet 54 extends around the battery 16 and supercharger power electronics 72 within the battery compartment 56, through an aperture 90 in a partition wall 92 that separates the battery compartment 56 from the supercharger compartment 58. As can be seen from Figure 7, the air aperture 90 is at a higher level in the battery compartment 56 from the air inlet 52. The air supply path through the battery compartment 56 therefore generally rises towards the air aperture 90.
The air aperture 90 has a number of veins, one of which 94 isvisible in Figure 7. These veins 94 direct the air flow into a lower portion of the supercharger compartment 58, in the vicinity of the supercharger motor 14. The air supply path therefore helps cool the supercharger motor 14 when this is operational. The air supply path 3 after flowing around the supercharger motor 14 rises vertically upwards through the air filter 9 in the divider plate 74. Into an air volume between the divider plate 74 and supercharger access panel 62. In Figure 7, this enclosed air volume is indicated generally by reference numeral 96.
When the suiDercharger is not operational, the air suction provided from the inlet manifold 4 holds the flap valve 13 downwards onto the flap valve limiting plate 80, so that air can flow through the air grill 78 in the divider plate 74, and into the diffuser chamber 84. From the diffuser chamber 84, the air is then f ree to pass into the air outlet 54. Although not shown, the air path then follows a conventional flexible hose to the throttle valve 17.
When the supercharger is operational, some air f rom the enclosed air volume 96 will be drawn into an inlet 98 in an upper central portion of the supercharger 10. The supercharger air is then compressed and expelled at up to 50% above atmospheric pressure through the supercharger outlet 100. A small rubber ring 102 connects the supercharger air outlet 100 to an inlet 104 to the diffuser chamber 84.
Until the supercharger 10 is operating at a high capacity, there will be some air also entering through the air flap 78 into the diffuser chamber 84. The air expelled by the supercharger 10 through the diffuser chamber air inlet 104 passes into a diffuser pipe 106 that tapers gradually outwards to a diffuser pipe outlet 108. The diffuser pipe outlet 108 has three radial fins 110 equilaterally spaced around the circumference around the space of the diffuser pipe outlet 108. The fins 110 slot into corresponding grooves 112 on inner surfaces of the air outlet 54 so that an annular gap 114 is maintained between the air diffuser pipe 106 and air outlet 54.
The air expelled by the supercharger 110 is therefore kept separate from air entering through the flap valve 13 into the diffuser chamber 84 until this air mixes downstream of the annular gap 114 surrounding the diffuser pipe outlet 108.
It has been found that the air flow efficiency is increased by this arrangement, as energy in the air expelled by the supercharger 10 helps to pull air out of the diffuser chamber 84 supplied through the air flap valve 13.
In order to dampen noise and vibration, the supercharger 10 and its motor 14 are physically mounted through three rubber posts 116 spaced equidistantly around a cup-shaped aluminium mounting bracket 118 to which the supercharger 10 has been rigidly mounted. The three rubber mounts 116 sit on three corresponding posts 120 extending upwards from a lower portion of the supercharger compartment 58.
These three rubber mounts 116, together with the flexible short outlet hose 102 between the supercharger outlet 100 and diffuser chain inlet 104, dampen down any vibration which might be transmitted from the supercharger 10 and its motor 14 through to the body of the unitary housing 66.
The supercharger 10 is also vibrationally isolated from the divider plate 74 by a rubber ring 122 that extends around the circumference of the supercharger air inlet 98. The rubber ring 122 sits within a circular boss 124 that extends downwards from an undersurface 126 of the divider plate 74. The boss 124 has a passage 126 there through to allow air to flow through the divider plate 74 into the supercharger 10.
Referring now to Figures 9 and 10, these show how the air inlet path 3 extends into the battery compartment56 initially in a recess 128 in a lower surface 156 of the battery compartment 56. The recess 128 gradually disappears downstream of the air inlet 52, thereby forcing inlet air to move laterally away from an access 130 of the air inlet 52 towards lateral side portions 132 of the flower 156, where there are a number of upstanding ribs 134 projecting from the side portions 132. The ribs 143 support an undersurface 136 of the battery 16, so that air channels 138 extend between the ribs 134 laterally away from the air inlet access 130. Inlet air is therefore directed across nearly the full undersurface of the battery, which helps to keep the battery cool. Once the inlet air reaches lateral side walls 140 of the battery compartment 56, the air is directed to flow upwards over corresponding vertically extending sides 142 of the battery 16 by vertically extending ribs 144 that project laterally inwards from the battery housing vertical side - is - walls 140. The vertical ribs 144 also help to locate the battery 16 transversely within the battery compartment 56.
Some air will, however, flow downstream of the battery 16 5 at a lower level to encounter the supercharger power electronics 72, which is provided with metallic heat dissipation fins 146.
The temperature of the inlet air therefore increases as it passes through the battery compartment 56, but the air is still cool compared with the temperatures that maybe reached by the supercharger motor 14. This therefore provides an efficient means of cooling the various components within the housing 50.
is 16 -
Claims (10)
1 An air intake apparatus f or an internal combustion engine, comprising a hollow unitary enclosure, a motor vehicle battery, the battery being housed within the enclosure, an engine air supply path through the enclosure, an air compressor for assisting airflow along the air supply path to the engine, the compressor having an air inlet and being housed within the enclosure, an air inlet to the enclosure and an air outlet from the enclosure, said inlet and outlet defining respectively an upstream end of the air supply path and a downstream end of the air supply path, the enclosure being partly divided by a partition into a battery compartment and a compressor compartment, the partition have an air passage therethrough and the battery being in the air path upstream of the partition, and the compressor forming at least a part of the air path downstream from the partition, wherein the air inlet is at a lower level than the air channel through the partition, and the air channel through the partition is at a lower level than the air inlet to the compressor.
2. An air intake apparatus as claimed in Claim 1, in which, the air supply path extends between one or more external surfaces of the battery and one or more internal surfaces of the hollow enclosure including a lower surface of the battery and an internal surface of the hollow enclosure opposite the lower surface of the battery.
3. An air intake apparatus as claimed in Claim 2, in which the air inlet is entirely below the lower surface of the battery.
4. An air intake apparatus as claimed in any preceding claim, in which the air supply path downstream of the battery is above the level of the battery lower surface.
5. An air intake apparatus as claimed in any preceding claim, including at least one solid state electronic device within the enclosure, in which the solid state device is positioned within the air supply path downstream of the battery and at a level extending above the level of the battery lower surface, so that air flow along the air supply path cools the solid state device when in said device is in use.
6. An air intake apparatus as claimed in any preceding claim, in which the internal surface of the hollow enclosure opposite the lower surface of the battery has projecting ribs that support the weight of the battery, said ribs having air channels therebetween to direct the flow of air along the air supply path beneath the battery.
7. An air intake apparatus as claimed in any preceding claim, in which the air supply path extends between one or more external vertically extending surfaces of the battery and one or more vertically extending internal surfaces of the hollow enclosure opposite the lower surface of the battery, said vertically extending internal surfaces of the hollow enclosure having projecting ribs that help locate the battery within the enclosure, said ribs having air channels therebetween to direct the flow of air upwards along said vertically extending surfaces of the battery.
8. An air intake apparatus as claimed in any preceding claim, in which the apparatus includes an air filter, the air filter extending across the air supply path at a level no higher than the level of the compressor air inlet.
18
9. A motor vehicle, comprising an internal combustion engine, and an air intake apparatus, wherein the air intake apparatus is as claimed in any preceding claim.
10. An air intake apparatus substantially as herein described, with reference to or as shown in the accompanying drawings.
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2001272678A AU2001272678A1 (en) | 2000-07-28 | 2001-07-26 | An air intake arrangement for an internal combustion engine |
DE60103900T DE60103900T2 (en) | 2000-07-28 | 2001-07-26 | AIR INTAKE ASSEMBLY FOR AN INTERNAL COMBUSTION ENGINE |
EP01951829A EP1305515B1 (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 |
US10/343,193 US6892713B2 (en) | 2000-07-28 | 2001-07-26 | Air intake arrangement for an internal combustion engine |
PCT/GB2001/003408 WO2002010580A1 (en) | 2000-07-28 | 2001-07-26 | An 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 |
---|---|
GB0023773D0 GB0023773D0 (en) | 2000-11-08 |
GB2364977A true GB2364977A (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 |
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 |
GBGB0023777.6A Ceased GB0023777D0 (en) | 2000-07-28 | 2000-09-28 | An air intake arrangement for a motor vehicle |
GB0023774A Withdrawn GB2364978A (en) | 2000-07-28 | 2000-09-28 | Mounting an engine supercharger and air filter in an air intake arrangement |
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 |
GB0023776A Withdrawn GB2364979A (en) | 2000-07-28 | 2000-09-28 | An engine supercharger and filter arrangement for a vehicle |
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 Before (4)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB0018428A Withdrawn GB2365065A (en) | 2000-07-28 | 2000-07-28 | 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 |
GBGB0023777.6A Ceased GB0023777D0 (en) | 2000-07-28 | 2000-09-28 | An air intake arrangement for a motor vehicle |
GB0023774A Withdrawn GB2364978A (en) | 2000-07-28 | 2000-09-28 | Mounting an engine supercharger and air filter in an air intake arrangement |
Family Applications After (6)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
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 |
GB0023776A Withdrawn GB2364979A (en) | 2000-07-28 | 2000-09-28 | An engine supercharger and filter arrangement for a vehicle |
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) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3067761A1 (en) * | 2017-06-15 | 2018-12-21 | Peugeot Citroen Automobiles Sa | AIR OUTPUT CONNECTOR FOR MOTOR VEHICLE |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1300562A1 (en) * | 2001-10-04 | 2003-04-09 | Visteon Global Technologies, Inc. | Control system for an internal combustion engine boosted with an electronically controlled compressor |
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 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US4976327A (en) * | 1989-02-14 | 1990-12-11 | Globe-Union Inc. | Battery module for the engine compartment of an automobile |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
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DE2928232A1 (en) * | 1979-07-12 | 1981-01-15 | Heinz Buchmeier | Air intake system for vehicle IC engine - has supercharging fan built into air filter to increase engine output |
FR2488330A1 (en) * | 1980-08-11 | 1982-02-12 | Chauvierre Marc | Electric motor for low speed supercharging of IC engine - is driven until speed has risen sufficiently for exhaust turbine to be effective, and is controlled by throttle position and engine speed |
DE3205721A1 (en) * | 1982-02-18 | 1983-08-25 | Volkswagenwerk Ag, 3180 Wolfsburg | Supercharged internal combustion engine for vehicles |
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 |
JPS6251729A (en) * | 1985-08-30 | 1987-03-06 | Isuzu Motors Ltd | Turbocharger control device for internal combustion engine |
US4730457A (en) * | 1985-10-29 | 1988-03-15 | Fuji Jukogyo Kabushiki Kaisha | Supercharging system for automotive engines |
DE3618449A1 (en) * | 1986-05-31 | 1987-12-03 | Erich Dr Mont Zimmermann | Turbocharger with electrical auxiliary drive |
JPH01100319A (en) * | 1987-10-14 | 1989-04-18 | Sanden Corp | Mechanical supercharger |
JPH0610416B2 (en) * | 1987-12-28 | 1994-02-09 | いすゞ自動車株式会社 | Controller for turbocharger with rotating electric machine |
US4907552A (en) * | 1989-03-30 | 1990-03-13 | Martin Chans A | Forced air induction system |
JPH0396622A (en) * | 1989-09-11 | 1991-04-22 | Isuzu Motors Ltd | Highly supercharged engine |
DE4102414A1 (en) * | 1991-01-28 | 1992-07-30 | Peter Tontch | Increasing charge power of IC engine turbocharger - activating electromotor via control to accelerate charge shaft and increase engine torque at low engine RPM |
DE4330368A1 (en) * | 1993-09-08 | 1995-03-09 | Bosch Gmbh Robert | Method and device for controlling the drive power output of a vehicle |
US6029452A (en) * | 1995-11-15 | 2000-02-29 | Turbodyne Systems, Inc. | Charge air systems for four-cycle internal combustion engines |
-
2000
- 2000-07-28 GB GB0018428A patent/GB2365065A/en not_active Withdrawn
- 2000-09-28 GB GB0023770A patent/GB2365067A/en not_active Withdrawn
- 2000-09-28 GB GBGB0023777.6A patent/GB0023777D0/en not_active Ceased
- 2000-09-28 GB GB0023774A patent/GB2364978A/en not_active Withdrawn
- 2000-09-28 GB GB0023773A patent/GB2364977A/en not_active Withdrawn
- 2000-09-28 GB GB0023772A patent/GB2364976A/en not_active Withdrawn
- 2000-09-28 GB GB0023778A patent/GB2365069A/en not_active Withdrawn
- 2000-09-28 GB GB0023771A patent/GB2365068A/en not_active Withdrawn
- 2000-09-28 GB GB0023776A patent/GB2364979A/en not_active Withdrawn
- 2000-09-28 GB GB0023779A patent/GB2364980A/en not_active Withdrawn
-
2001
- 2001-02-05 GB GB0102815A patent/GB2365070A/en not_active Withdrawn
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4976327A (en) * | 1989-02-14 | 1990-12-11 | Globe-Union Inc. | Battery module for the engine compartment of an automobile |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3067761A1 (en) * | 2017-06-15 | 2018-12-21 | Peugeot Citroen Automobiles Sa | AIR OUTPUT CONNECTOR FOR MOTOR VEHICLE |
Also Published As
Publication number | Publication date |
---|---|
GB2365065A (en) | 2002-02-13 |
GB0018428D0 (en) | 2000-09-13 |
GB2365069A (en) | 2002-02-13 |
GB2364976A (en) | 2002-02-13 |
GB0023773D0 (en) | 2000-11-08 |
GB0023776D0 (en) | 2000-11-08 |
GB2364979A (en) | 2002-02-13 |
GB2364980A (en) | 2002-02-13 |
GB0023777D0 (en) | 2000-11-08 |
GB0023779D0 (en) | 2000-11-08 |
GB0023772D0 (en) | 2000-11-08 |
GB0023771D0 (en) | 2000-11-08 |
GB0102815D0 (en) | 2001-03-21 |
GB2365070A (en) | 2002-02-13 |
GB2365067A (en) | 2002-02-13 |
GB2364978A (en) | 2002-02-13 |
GB0023778D0 (en) | 2000-11-08 |
GB0023774D0 (en) | 2000-11-08 |
GB2365068A (en) | 2002-02-13 |
GB0023770D0 (en) | 2000-11-08 |
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Legal Events
Date | Code | Title | Description |
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WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |