An acceleration booster system for a gasoline naturally aspirated engine in a vehicle

Abstract

The present subject matter relates to an acceleration booster system (100) for a gasoline naturally aspirated engine in a vehicle. The system includes a combustion cylinder (102), a compressed air storage tank (112) and there is provided a two-way solenoid valve (114) to supply fresh air from the combustion cylinder (102) into the com pressed air storage tank (112) and also supply compressed airfrom the compressed air storage tank (112) into the combustion cylinder (102). The two-way solenoid valve (114) is operated by an engine control unit (ECU) (200) accordingly, to recharge the compressed air storage tank (112) or discharge fresh air from it in an event of fuel cut and momentary kick down of the vehicle, respectively.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to an acceleration booster system for a gasolinenaturally aspirated engine in a vehicle. In particular, the present subject matter relates to asystem capable of supplying fresh air from a combustion cylinder to a compressed airstorage tank during an event of a fuel cut and also supplying the compressed air from thecompressed air storage tank to the combustion cylinder during a momentarily kick downevent, respectively.BACKGROUND

[0002] Naturally aspirated gasoline engine utilizes an ignition system comprising ofspark plugs and coils, to ignite their fuel / air mixture. A spark plug is situated at a head of aninternal combustion engine cylinder of a vehicle and is responsible for generation of sparkat a required time to ignite a combustible air-fuel mixture. Further, there is provided a pistonbelow the spark plug; the piston being accountable for compression of the air-fuel mixtureand additionally allow exit of the ignited air-fuel mixture through an exhaust during exhauststroke.

[0003] Now, in an existing system, there is a provision of storage of the air which isbeing compressed inside the internal combustion engine during an event of a fuel cut whenthe engine is running but the vehicle is decelerating. The air may be stored appropriately ina compressed air storage cylinder and further can be used during requirement of highacceleration of the vehicle. However, these systems suffer from certain disadvantages.

[0004] Firstly, in the existing systems, an inlet of the compressed air storage cylinderis connected with an exhaust line of the combustion cylinder using a throttle valve. Due tosuch connectivity, air of suction stroke is being compressed both into a clearance volumeof the combustion cylinder and also into an exhaust line till the exhaust throttle valve.Consequently, this allows lesser amount of air to be stored and a large amount ofcompressed air cannot be utilized to its full extent.

[0005] Secondly, due to less pressure in the compressed air storage tank in the existingsystems, these systems fail to inject an additional amount of air during an event of suctionstroke and thus fail to cope up with the additional torque requirement during momentarilykick down event of the vehicle when a vehicle is suddenly accelerated.

[0006] Thirdly, due to an absence of suitable time lapse of closure of the exhaustthrottle valve after starting of the fuel cut event in the existing systems, maximum storageof fresh air is hindered. This is because, if the time lapse is low, the exhaust line may notget cleaned up properly thereby resulting into the storage of burnt gases in the compressedair storage tank. Again if the predetermined time is high, then it will leave a very smallamount of time for storage resulting into wastage of available energy.

[0007] Further, in the existing systems, there is no provision for measurement of thequantity of the air flow and fuel emissions while increasing the engine torque momentarily.

[0008] In view of the above circumstances, there is a need for a system with efficientcontrol mechanism in order to facilitate efficient storage of fresh air from the combustioncylinder into the compressed air storage tank followed by a timely retrieval of thecompressed air, respectively, during subsequent requirements.OBJECTS OF THE INVENTION

[0009] Some of the objects of the present disclosure, which at least one embodimentherein satisfy, are listed herein below.

[0010] It is an object of the present subject matter to overcome the aforementioned andother drawbacks existing in the prior art systems and methods.

[0011] It is a significant object of the present disclosure to maintain high pressure insidethe compressed air storage tank in order to allow maximum storage of fresh air into thecompressed air storage tank.

[0012] It is yet another object of the present disclosure to maintain a predefined timelapse after which the fresh air can be supplied from a combustion cylinder to thecompressed air storage tank in an event of fuel cut.

[0013] It is yet another object of the present disclosure to propose a system that canutilize the fresh air discharged from the compressed air storage tank in order to produceadditional torque required during momentary kick down event of the vehicle.

[0014] It is yet another object of the present disclosure to propose a system wherepressure of air stored in the compressed air storage tank is regulated.

[0015] It is still another object of the present disclosure to propose a system capableof measuring an amount of oxygen discharged into the combustion during the additionaltorque requirement.

[0016] It is even another object of the present subject matter to propose a systemcapable of determining quantity of additional fuel injection in order to ensure efficientemission and increase of torque during a momentarily kick down event in a vehicle.

[0017] These and other objects and advantages of the present subject matter will beapparent to a person skilled in the art after consideration of the following detailed descriptiontaking into consideration with accompanied drawings in which preferred embodiments ofthe present subject matter are illustrated.SUMMARY OF THE INVENTION

[0018] This summary is provided to introduce concepts related to an accelerationbooster system for a gasoline naturally aspirated engine of a vehicle. The concepts arefurther described below in the detailed description. This summary is not intended to identifykey features or essential features of the claimed subject matter, nor is it intended to be usedto limit the scope of the claimed subject matter.

[0019] According to an embodiment of the present disclosure, there is provided anacceleration booster system for a gasoline naturally aspirated engine. The systemcomprises of a combustion cylinder, a compressed air storage tank connected to a cylinderhead of the combustion cylinder through a two-way solenoid valve.

[0020] In an aspect, the two-way solenoid valve is operated to supply the fresh air fromthe combustion cylinder to the compressed air storage tank when a predefined time islapsed after the start of a fuel cut event.

[0021] In an aspect, the two-way solenoid valve is operated to supply the compressedair from the compressed air storage tank to the combustion cylinder during a momentarilykick down event.

[0022] In an aspect, the cylinder head of the combustion cylinder includes an intakevalve to feed a mixture gas inside the combustion cylinder, a spark plug to ignite the mixturegas inside the combustion cylinder and an exhaust valve to release exhaust gases to anexhaust line from the combustion cylinder. Herein, the exhaust line also includes an oxygensensor to measure an amount of oxygen present in the exhaust gases.

[0023] In an aspect, the compressed air storage tank includes a pressure sensor tomeasure a value corresponding to the volume of the compressed air present in thecompressed air storage tank.

[0024] In an aspect, the compressed air storage tank includes a mass flow sensor todetermine mass of the compressed air supplied to the combustion cylinder.

[0025] In an aspect, the two-way solenoid valve is operated by an engine control unit,ECU. The ECU receives inputs from an acceleration sensor, a fuel injector sensor, theoxygen sensor, a camshaft sensor, a crankshaft sensor, a throttle position sensor, thepressure sensor, and the mass flow sensor.

[0026] In an aspect, based on the received inputs, the ECU ascertains the fuel cutevent when an acceleration pedal is fully released, a fuel injector is off, an upper limit oflean value of oxygen is sensed in the exhaust gases, a compression end stroke top deadcenter is detected, and a pressure value of the compressed air in the compressed airstorage tank is found below a maximum value and accordingly operate the two-way solenoidvalve to recharge the compressed air storage tank by filling the compressed air storage tankwith the fresh air during the ascertained fuel cut event.

[0027] In another aspect, based on the received inputs, the ECU ascertains themomentarily kick down event

[0028] In an aspect, when the acceleration pedal is momentarily fully pressed, a throttlevalve is fully open, an intake valve is open, a start of a suction stroke is detected, and apressure value of the compressed air in the compressed air storage tank is found above athreshold value and accordingly operate the two-way solenoid valve to discharge thecompressed air storage tank for utilization of fresh air filled in the compressed air storagetank during an event of kick down of the vehicle.

[0029] According to another embodiment of the present disclosure, there is provided amethod for controlling an acceleration booster system of a gasoline naturally aspiratedengine. The method comprises receiving inputs, at an engine control unit, ECU, from anacceleration sensor, a fuel injector sensor, the oxygen sensor, a camshaft sensor, acrankshaft sensor, a throttle position sensor, a pressure sensor, and a mass flow sensor.

[0030] In an aspect, the method includes that based on the received inputs,ascertaining, by the ECU, a fuel cut event or a the momentarily kick down event; operating,by the ECU a two-way solenoid valve to recharge or discharge a compressed air storagetank based on the ascertainment.

[0031] In an aspect, after receipt of the inputs, the method further comprisesascertaining, by the ECU, the fuel cut event when an acceleration pedal is fully released, afuel injector is off, an upper limit of lean value of oxygen is sensed in the exhaust gases, acompression end stroke top dead center is detected, and a pressure value of thecompressed air in the compressed air storage tank is found below a maximum value andsimultaneously operating, by the ECU, the two-way solenoid valve to recharge thecompressed air storage tank by filling the compressed air storage tank with the fresh airduring the ascertained fuel cut event.

[0032] In another aspect, after receipt of the inputs, the method further comprisesascertaining, by the ECU, the momentarily kick down event when the acceleration pedal ismomentarily fully pressed, a throttle valve is fully open, an intake valve is open, a start of asuction stroke is detected, and a pressure value of the compressed air in the compressedair storage tank is found above a threshold value; and simultaneously operating, , by theECU, the two-way solenoid valve to discharge fresh air from the compressed air storagetank for utilization of fresh air filled in the compressed air storage tank during an event ofkick down of the vehicle.

[0033] To further understand the characteristics and technical contents of the presentsubject matter, a description relating thereto will be made with reference to theaccompanying drawings. However, the drawings are illustrative only but not used to limitthe scope of the present subject matter.

[0034] Various objects, features, aspects, and advantages of the inventive subjectmatter will become more apparent from the following detailed description of preferredembodiments, along with the accompanying drawing figures in which numerals representlike components.BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING(S)

[0035] It is to be noted, however, that the appended drawings illustrate only typicalembodiments of the present subject matter and are therefore not to be considered forlimiting of its scope, for the invention may admit to other equally effective embodiments.The detailed description is described with reference to the accompanying figures. In thefigures, a reference number identifies the figure in which the reference number first appears.The same numbers are used throughout the figures to make reference to features andcomponents. Some embodiments of system or methods or structure in accordance withembodiments of the present subject matter are now described, by way of example, and withreference to the accompanying figures, in which

[0036] FIG. 1 depicts a compressed air storage tank, a combustion cylinder and theirassociated connections in accordance with an embodiment of the present disclosure;

[0037] FIG. 2 represents an exemplary architectural layout of the proposed system inaccordance with an exemplary embodiment of the present disclosure;

[0038] FIG. 3 depicts an example method of recharging the compressed air storagetank with fresh air in accordance with an embodiment of the present disclosure; and

[0039] FIG. 4 depicts an example method of discharging fresh air from the compressedair storage tank in accordance with an embodiment of the present disclosure.

[0040] The figures depict embodiments of the present subject matter for the purposesof illustration only. A person skilled in the art will easily recognize from the followingdescription that alternative embodiments of the structures and methods illustrated hereinmay be employed without departing from the principles of the disclosure described herein.DETAILED DESCRIPTION

[0041] The following is a detailed description of embodiments of the disclosuredepicted in the accompanying drawings. The embodiments are in such detail as to clearlycommunicate the disclosure. However, the amount of detail offered is not intended to limitthe anticipated variations of embodiments; on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spirit and scope of the presentdisclosure as defined by the appended claims.

[0042] While the embodiments of the disclosure are subject to various modificationsand alternative forms, specific embodiment thereof have been shown by way of example inthe figures and will be described below. It should be understood, however, that it is notintended to limit the disclosure to the particular forms disclosed, but on the contrary, thedisclosure is to cover all modifications, equivalents, and alternative falling within the scopeof the disclosure.

[0043] The terms "comprises", "comprising", or any other variations thereof used in thedisclosure, are intended to cover a non-exclusive inclusion, such that a device, system,assembly that comprises a list of components does not include only those components butmay include other components not expressly listed or inherent to such system, or assembly,or device. In other words, one or more elements in a system or device proceeded by"comprises… a" does not, without more constraints, preclude the existence of otherelements or additional elements in the system or device.

[0044] The present disclosure proposes an acceleration booster system for gasolinenaturally aspirated engines. The proposed system is capable of storing fresh air from acombustion cylinder into a compressed air storage tank and providing an extra air into thecombustion cylinder from the compressed air storage tank during a condition of fuel cut anda momentary kick down event of a vehicle, respectively.

[0045] The 'fuel cut event' refers to the deactivation of fuel injection into the combustioncylinder of the engine in order to save the fuel. This condition occurs when the vehicle isdecelerated; the acceleration pedal is fully released with a clutch being engaged and thevehicle being any particular gear. Under the fuel cut event, the engine simply rotates due tothe inertia of motion of the vehicle.

[0046] The 'momentary kick down' event refers to the condition when maximumamount of acceleration is needed, say for overtaking by the vehicle. Herein, the accelerationpedal is pressed fully to achieve an amount of additional torque required for driving thevehicle.

[0047] In view of the above circumstances, the structural attributes and functionalitiesof the proposed system is discussed in the subsequent sections.

[0048] FIG. 1 depicts a compressed air storage tank 112, a combustion cylinder 102and their associated connections in an acceleration booster system 100 for a gasolinenaturally aspirated engine in accordance with an embodiment of the present disclosure. Inan aspect, the system 100 includes the combustion cylinder 102 and the compressed airstorage tank 112 connected to a cylinder head of the combustion cylinder 102.

[0049] In an aspect, the connection between the combustion cylinder 102 and thecompressed air storage tank 112 is accomplished through a two-way solenoid valve 114.The two-way solenoid valve 114 is operated to supply fresh air from the combustion cylinder102 to the compressed air storage tank 112 after a predefined time lapsed from a fuel cutevent and alternatively, supply the compressed air from the compressed air storage tank112 to the combustion cylinder 102 during a momentarily kick down event.

[0050] In an aspect, there is provided an intake valve 104 and an exhaust valve 108 inthe cylinder head of the combustion cylinder 102. The role of the intake valve 104 is primarilyto feed a mixture gas inside the combustion cylinder 102; whereas the exhaust valve 108releases exhaust gases to an exhaust line 120 from the combustion cylinder 102.

[0051] The exhaust line 120 of the combustion cylinder 102 includes an oxygen sensor110 in order to measure an amount of oxygen present in the exhaust gases. The system100 takes into account the value of oxygen sensor 110 and start of compression strokejudgement in order to optimize the opening and closing of the two-way solenoid valve 114without compromising on the quality of fresh air and also ensuring minimal wastage of airduring the event of fuel cut.

[0052] Further, the combustion cylinder 102 includes a spark plug 106 responsible forignition of the air-fuel mixture inside the combustion cylinder 102. It is to be mentioned inthis context that in the proposed system 100, a connection to the compressed air storagetank 112 is provided near the spark plug 106. This allows efficient passage of compressedair from the combustion cylinder 102 to the compressed air storage tank 112 of the engine.

[0053] The compressed air storage tank 112 includes a pressure sensor 116 and amass flow sensor 118. The pressure sensor 116 measures the pressure corresponding tothe volume of the compressed air present in the compressed air storage tank 112. Themass flow sensor 118, on the other hand, determines mass of the compressed air that isgetting supplied to the combustion cylinder 102 at the event of momentary kick down of thevehicle.

[0054] FIG. 2 represents an exemplary architectural layout of the proposed system 100in accordance with an exemplary embodiment of the present disclosure. In an aspect, thesystem 100 includes an engine control unit (ECU) 200 responsible for fetching instructionsin order to recharge the compressed air storage tank 112 by filling the compressed airstorage tank 112 with fresh air during the event of fuel cut of the vehicle; and subsequently,to discharge compressed air from the compressed air storage tank 112 to the combustioncylinder 102 at the event of momentary kick down of the vehicle.

[0055] It is to be noted that the ECU 200 may comprise one or more microprocessors,microcomputers, microcontrollers, digital signal processors, central processing units, logiccircuitries, sensors, interfaces and / or any devices that manipulate data based onoperational instructions. Among other capabilities, the ECU 200 is configured to fetch andexecute computer-readable instructions stored in its memory. The memory may store oneor more computer-readable instructions or routines, which may be fetched and executed.Additionally, the ECU 200 may be implemented as a combination of hardware andprogramming (for example, programmable instructions) to implement one or morefunctionalities of the ECU 200. In examples described herein, such combinations ofhardware and programming may be implemented in several different ways. In one example,the programming for the ECU 200 may be processor executable instructions stored on anon-transitory machine-readable storage medium and the hardware for the ECU 200 mayinclude a processing resource (for example, one or more processors), to execute suchinstructions. In other examples, the ECU 200 may be implemented by electronic circuitry.

[0056] In an aspect, the two-way solenoid valve 114 is operated by the ECU 200. TheECU 200 sends instructions to regulate the opening of the two-way solenoid valve 114 onreceiving inputs from an acceleration sensor 202, a fuel injector sensor 204, the oxygensensor 110, a camshaft sensor 206, a crankshaft sensor 208, a throttle position sensor 210,the pressure sensor 116 and the mass flow sensor 118, respectively.

[0057] In an aspect, based on the received inputs, the ECU 200 ascertains the fuel cutevent under the conditions when the acceleration pedal is fully released, a fuel injector isoff, an upper limit of oxygen is sensed in the exhaust gases, a compression end stroke topdead centre is detected and a pressure value of the compressed air in the compressed airstorage tank 112 is found below a maximum value. On determining the fuel cut event, theECU 200 directs the two-way solenoid valve 114 to recharge the compressed air storagetank 112 by filling the compressed air storage tank 112 with the fresh air.

[0058] In another aspect, based on the received inputs, the ECU 200 ascertains themomentarily kick down event when the acceleration pedal is momentarily fully pressed, athrottle valve is fully open, an intake valve 104 is open, a start of suction stroke is detected,and a pressure value of the compressed air in the compressed air storage tank 112 is foundabove a threshold value. On ascertainment of the event of momentary kick down of thevehicle, the ECU 200 dictates the two-way solenoid valve 114 to discharge fresh air fromthe compressed air storage tank 112. The additional fresh air that is released from thecompressed air storage tank 112 is measured using the mass flow sensor 118. The fuelquantity of the fuel injector is adjusted according to the stoichiometric level depending onan output of the mass flow sensor 118.

[0059] In an aspect, an inlet of the compressed air storage tank 112 is provided in thecylinder head so that during compression stroke, both the intake valve 104 and the exhaustvalve 108 remains closed. The compression end stroke judgement is determined by theECU 200 based on inputs received from the camshaft sensor 206 and the crankshaft sensor208. Consequently, fresh air can be stored inside the compressed air storage tank 112 onlyby opening the two-way solenoid valve 114. This feature is advantageous over the existingsystems in a manner that connection of the inlet of the compressed air storage tank 112into the cylinder head leads to compression of all of the suction stroke air in the clearancevolume thereby rendering a high pressure. This high pressure, in turn permits storage of anextra amount of fresh air in the compressed air storage tank 112 unlike the existing systems.This excess air is utilized further in additional torque increment during momentary kick downeven of the vehicle.

[0060] In an aspect, the throttle position sensor 210 regulates the opening and closingof a throttle valve in order to notify the ECU 200 regarding an occurrence of the fuel cutevent or the momentary kick down event. Based on the position of the throttle valve, thepresent system closes the exhaust valve 108 after a predefined time lapse using a timercircuit defined by the ECU 200 after an onset of the fuel cut event. The system 100, on theother hand, after the lapse of this predefined time and obtaining feedback from associatedsensors, assumes that the exhaust line 120 is cleaned thoroughly thereby allowing thepassage of fresh air. The selection of the predefined time is important because if this timeis low then the exhaust line 120 is not properly cleaned and there remains a possibility ofstorage of burnt gases in the compressed air storage tank 112. On the other hand, if thistime is low, then there remains a very little amount of time for storage of fresh air in thecompressed air storage tank 112, ultimately resulting into wastage of available energyresources.

[0061] In an aspect, the state of the acceleration pedal, i.e., whether it is fully pressedor released is determined by the ECU 200 using the acceleration sensor 202. Similarly, thefuel injector sensor 204 connected with the ECU 200 gives an idea of the fuel cut event.The functionalities of the oxygen sensor 110, the mass flow sensor 118 and the pressuresensor 116 used in the system 100 has been discussed in the above section and are notiterated here for the sake of brevity.

[0062] FIG. 3 illustrates an example method 300 implemented for recharging thecompressed air storage tank 112 with fresh air. The method 300 is discussed as follows:

[0063] At block 302, the method 300 includes receiving inputs, by the ECU 200, fromthe acceleration sensor 202, the fuel injector sensor 204, the oxygen sensor 110, thecamshaft sensor 206, the crankshaft sensor 208, the throttle position sensor 210, thepressure sensor 116 and the mass flow sensor 118.

[0064] At block 304, the method 300 includes ascertaining, by the ECU 200, a fuel cutevent based on values of fuel cut signal, the oxygen sensor 110, the pressure sensor 116and detection of compression end stroke up dead centre as determined by the camshaftsensor 206 and the crankshaft sensor 208.

[0065] At blocks 306 and 308, the method 300 includes operating, by the ECU 200, thetwo-way solenoid valve 114 for recharging the compressed air storage tank by filling thecompressed air storage tank 112 with fresh air, respectively.

[0066] For an instance, say, during the event of the fuel cut, the fuel cut signal remains'ON' and 'T' seconds has been lapsed after the start of the fuel cut event. The reading ofthe oxygen sensor 110 moves to an upper limit of the lean value thereby indicating that theair / fuel mixture at the combustion cylinder 102 is balanced or is at a state of an equilibrium.The lean value is defined by 'lambda' which is normally calculated as a ratio of the amountof oxygen actually present in the combustion cylinder 102 to the amount that should havebeen present to obtain a perfect combustion. Further, the camshaft sensor 206 and thecrankshaft sensor 208 indicates a value ranging between 90 degree of before top deadcenter (BTDC) and 20 degree of after top dead center (ATDC) of compression stroke. Also,the pressure sensor 116 provides a value less than the maximum value at fully chargedcompressed air storage tank 112, thereby indicating a high pressure in the compressed airstorage tank 112. On ascertaining the above mentioned conditions, the ECU 200 directsthe two-way solenoid valve 114 to open and supply fresh air from the combustion cylinder102 into the compressed air storage tank 112.

[0067] FIG. 4 illustrates an example method 400 implemented for discharging thecompressed air from the compressed air storage tank 112 to the combustion cylinder 102during the momentary kick down event. These are discussed as follows:

[0068] At block 402, the method 400 includes receiving inputs, by the ECU 200, fromthe acceleration sensor 202, the fuel injector sensor 204, the oxygen sensor 110, thecamshaft sensor 206, the crankshaft sensor 208, the throttle position sensor 210, thepressure sensor 116 and the mass flow sensor 118.

[0069] At block 404, the method 400 includes ascertaining, by the ECU 200, amomentarily kick down event on detection of acceleration pedal to be fully pressed, throttlevalve is fully open, an intake valve is open, start of a suction stroke and values of thepressure sensor 116.

[0070] At blocks 406 and 408, the method 400 includes operating, by the ECU 200, thetwo-way solenoid valve 114 to discharge fresh air from the compressed air storage tank 112into the combustion cylinder 102 for utilization of fresh air filled in the compressed airstorage tank 112.

[0071] For an instance, say during the event of momentary kick down, i.e., when anadditional torque is required to increase speed and acceleration of the vehicle, the value ofthe pressure sensor 116 just reaches above a threshold value, the throttle position sensor210 determines a wide open throttle (WOT) condition, the intake valve 104 is open and thesuction stroke judgement indicates start of the suction stroke. Consequently, further aircannot be increased into the compressed air storage tank 112 and an additional air is beinginjected into the combustion cylinder 102 from the compressed air storage tank 112. Onascertaining the above mentioned conditions, the ECU 200 directs the two-way solenoidvalve 114 to open and supply the compressed air from the compressed air storage tank 112into the combustion cylinder 102. The compressed air is also measured by the mass flowsensor 118 in order to maintain the value of 'lambda' to 1 so that fuel emissions are notaffected and it is safe to increase torque momentarily during kick down event.

[0072] In this context, it is noteworthy that the above mentioned system with all thestructural features and working mechanism discussed is not limited to the gasoline naturallyaspirated engines and may be extended to any such engine operated in a likely similarfashion.Technical Advantages

[0073] All in all, the invention described in the present disclosure is having the followingadvantages:a) Efficient storage of fresh air in the compressed air storage tank 112b) Utilization of the fresh air by directing them to the combustion cylinder when requiredc) Reduced air pollutiond) Improved fuel emissione) Improved engine outputEquivalents

[0074] It should be noted that the description and figures merely illustrate the principlesof the present subject matter. It should be appreciated by those skilled in the art thatconception and specific embodiment disclosed may be readily utilized as a basis formodifying or designing other structures for carrying out the same purposes of the presentsubject matter. It should also be appreciated by those skilled in the art that by devisingvarious systems that, although not explicitly described or shown herein, embody theprinciples of the present subject matter and are included within its spirit and scope.Furthermore, all examples recited herein are principally intended expressly to be forpedagogical purposes to aid the reader in understanding the principles of the presentsubject matter and the concepts contributed by the inventor(s) to furthering the art and areto be construed as being without limitation to such specifically recited examples andconditions. The novel features which are believed to be characteristic of the present subjectmatter, both as to its organization and method of operation, together with further objectsand advantages will be better understood from the following description when consideredin connection with the accompanying figures.

[0075] Although embodiments for the present subject matter have been described inlanguage specific to package features, it is to be understood that the present subject matteris not necessarily limited to the specific features described. Rather, the specific featuresand methods are disclosed as embodiments for the present subject matter. Numerousmodifications and adaptations of the system / device of the present invention will be apparentto those skilled in the art, and thus it is intended by the appended claims to cover all suchmodifications and adaptations which fall within the scope of the present subject matter.

[0076] It will be understood by those within the art that, in general, terms used herein,and especially in the appended claims (e.g., bodies of the appended claims) are generallyintended as "open" terms (e.g., the term "including" should be interpreted as "including butnot limited to," the term "having" should be interpreted as "having at least," the term"includes" should be interpreted as "includes but is not limited to," etc.). It will be furtherunderstood by those within the art that if a specific number of an introduced claim recitationis intended, such an intent will be explicitly recited in the claim, and in the absence of suchrecitation no such intent is present. For example, as an aid to understanding, the followingappended claims may contain usage of the introductory phrases "at least one" and "one ormore" to introduce claim recitations. However, the use of such phrases should not beconstrued to imply that the introduction of a claim recitation by the indefinite articles "a" or"an" limits any particular claim containing such introduced claim recitation to inventionscontaining only one such recitation, even when the same claim includes the introductoryphrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a"and / or "an" should typically be interpreted to mean "at least one" or "one or more"); the sameholds true for the use of definite articles used to introduce claim recitations. In addition, evenif a specific number of an introduced claim recitation is explicitly recited, those skilled in theart will recognize that such recitation should typically be interpreted to mean at least therecited number (e.g., the bare recitation of "two recitations," without other modifiers, typicallymeans at least two recitations, or two or more recitations). Furthermore, in those instanceswhere a convention analogous to "at least one of A, B, and C, etc." is used, in general sucha construction is intended in the sense one having skill in the art would understand theconvention (e.g., "a system having at least one of A, B, and C" would include but not belimited to systems that have A alone, B alone, C alone, A and B together, A and C together,B and C together, and / or A, B, and C together, etc.). In those instances, where a conventionanalogous to "at least one of A, B, or C, etc." is used, in general such a construction isintended in the sense one having skill in the art would understand the convention (e.g., "asystem having at least one of A, B, or C" would include but not be limited to systems thathave A alone, B alone, C alone, A and B together, A and C together, B and C together,and / or A, B, and C together, etc.). It will be further understood by those within the art thatvirtually any disjunctive word and / or phrase presenting two or more alternative terms,whether in the description, claims, or drawings, should be understood to contemplate thepossibilities of including one of the terms, either of the terms, or both terms. For example,the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

[0077] It will be further appreciated that functions or structures of a plurality ofcomponents or steps may be combined into a single component or step, or the functions orstructures of one-step or component may be split among plural steps or components. Thepresent invention contemplates all of these combinations. Unless stated otherwise,dimensions and geometries of the various structures depicted herein are not intended to berestrictive of the invention, and other dimensions or geometries are possible. In addition,while a feature of the present invention may have been described in the context of only oneof the illustrated embodiments, such feature may be combined with one or more otherfeatures of other embodiments, for any given application. It will also be appreciated fromthe above that the fabrication of the unique structures herein and the operation thereof alsoconstitute methods in accordance with the present invention. The present invention alsoencompasses intermediate and end products resulting from the practice of the methodsherein. The use of "comprising" or "including" also contemplates embodiments that "consistessentially of" or "consist of" the recited feature.

Claims

1. An acceleration booster system (100) for a gasoline naturally aspirated engine, the system (100) comprising: a combustion cylinder (102); a compressed air storage tank (112) connected to a cylinder head of the combustion cylinder (102) through a two-way solenoid valve (114), wherein the two-way solenoid valve (114) is operated to supply the fresh air from the combustion cylinder (102) to the compressed air storage tank (112) when a predefined time lapsed after the start of a fuel cut event, and wherein the two-way solenoid valve (114) is operated to supply the compressed air from the compressed air storage tank (112) to the combustion cylinder (102) during a momentarily kick down event.

2. The system (100) as claimed in claim 1, wherein the cylinder head of the combustion cylinder (102) includes: an intake valve (104) to feed a mixture gas inside the combustion cylinder (102); a spark plug (106) to ignite the mixture gas inside the combustion cylinder (102); and an exhaust valve (108) to release exhaust gases to an exhaust line (120) from the combustion cylinder (102), wherein the exhaust line (120) includes an oxygen sensor (110) to measure an amount of oxygen present in the exhaust gases.

3. The system (100) as claimed in claim 1, wherein the compressed air storage tank (112) includes a pressure sensor (116) to measure a value corresponding to the amount of the compressed air present in the compressed air storage tank (112).

4. The system (100) as claimed in claim 1, wherein the compressed air storage tank (101) includes a mass flow sensor (118) to determine mass of the compressed air supplied to the combustion cylinder (102).

5. The system (100) as claimed in claim 1, wherein the two-way solenoid valve (114) is operated by an engine control unit, ECU (200), and wherein the ECU (200) is to receive inputs from an acceleration sensor (202), a fuel injector sensor (204), the oxygen sensor (110), a camshaft sensor (206), a crankshaft sensor (208), a throttle position sensor (210), the pressure sensor (116), and the mass flow sensor (118).

6. The system (100) as claimed in claim 5, wherein based on the received inputs, the ECU (200) is to: ascertain the fuel cut event when an acceleration pedal is fully released, a fuel injector is off, an upper limit of lean value of oxygen is sensed in the exhaust gases, a compression end stroke top dead center is detected, and a pressure value of the compressed air in the compressed air storage tank (112) is found below a maximum value; and operate the two-way solenoid valve (114) to recharge the compressed air storage tank (112) by filling the compressed air storage tank (112) with the fresh air during the ascertained fuel cut event.

7. The system (100) as claimed in claim 5, wherein based on the received inputs, the ECU (200) is to: ascertain the momentarily kick down event when the acceleration pedal is momentarily fully pressed, a throttle valve is fully open, an intake valve (104) is open, a start of a suction stroke is detected, and a pressure value of the compressed air in the compressed air storage tank (112) is found above a threshold value; and operate the two-way solenoid valve (114) to discharge the compressed air storage tank (101) for utilization of fresh air filled in the compressed air storage tank (112) during an event of kick down of the vehicle.

8. A method for controlling an acceleration booster system (100) of a gasoline naturally aspirated engine, the method comprising: receiving inputs, at an engine control unit, ECU (200), from an acceleration sensor (202), a fuel injector sensor (204), the oxygen sensor (110), a camshaft sensor (206), a crankshaft sensor (208), a throttle position sensor (210), a pressure sensor (116), and a mass flow sensor (118); based on the received inputs, ascertaining, by the ECU (200), a fuel cut event or a the momentarily kick down event; and operating, by the ECU (200), a two-way solenoid valve (114) to recharge or discharge a compressed air storage tank (112) based on the ascertainment.

9. The method as claimed in claim 8, wherein after receipt of the inputs, the method comprising: ascertaining, by the ECU (200), the fuel cut event when an acceleration pedal is fully released, a fuel injector is off, an upper limit of lean value of oxygen is sensed in the exhaust gases, a compression end stroke top dead center is detected, and a pressure value of the compressed air in the compressed air storage tank (112) is found below a maximum value; and operating, by the ECU (200), the two-way solenoid valve (114) to recharge the compressed air storage tank (112) by filling the compressed air storage tank (112) with the fresh air during the ascertained fuel cut event.

10. The method as claimed in claim 8, wherein after receipt of the inputs, the method comprising: ascertaining, by the ECU (200), the momentarily kick down event when the acceleration pedal is momentarily fully pressed, a throttle valve is fully open, an intake valve (104) is open, a start of a suction stroke is detected, and a pressure value of the compressed air in the compressed air storage tank (112) is found above a threshold value; and operating, , by the ECU (200), the two-way solenoid valve (114) to discharge fresh air from the compressed air storage tank (101) for utilization of fresh air filled in the compressed air storage tank (112) during an event of kick down of the vehicle.