SYSTEM AND METHOD FOR CONVERTING A LOW DISPLACEMENT NATURALLY ASPIRATED ENGINE TO TURBOCHARGED ENGINE

Abstract

A system 100 for converting a low displacement naturally aspired engine to turbocharged engineis provided. The system 100 includes atwin-cylinder automotive spark ignition gas engine 102, an Electronic Control Unit (ECU) 104, a turbocharger 106, an electric wastegate actuator 108, an intercooler 110, an eddy current dynamometer 112, a dynamometer controller 114 , a motor 116,a clutch 118, an intake manifold 120, an exhaust manifold 122, a k-type thermocouple 124, gaseous fuel tanks 126, a pressure regulator 128, a fuel flowmeter 130, an air flowmeter 132, an exhaust gas analyser 134, a combustion analyser 136 and a Graphical User Interface (GUI) 138. The system 100 is mainly designed for converting a low displacement naturally aspirated engine to turbocharged engine by boosting pressure for controlling a compression ratio and without changing the piston. FIG. 1

Specification

Description:BACKGROUND
Technical Field
[1] The embodiments herein generally relate to a field of engines, more particularly a system and a methodfor converting a low displacement naturally aspired engine to turbocharged engine.
Description of the Related Art
[2] The automotive industry is under increasing pressure to reduce its environmental impact. This has led to a shift towards alternative fuels and engine technologies. Gaseous fuels like CNG, H2, CBM, and LPG provides a solution due to their potential to reduce emissions and improve fuel efficiency. However, the widespread adoption of these fuels is hindered by limited infrastructure and the need for engines that can efficiently handle multiple fuel types.
[3] Existing multi-fuel engines often face limitations in terms of performance and emissions. They are optimized for a single fuel, making them less efficient and less flexible when operating on alternative fuels. Factors such as compression ratio, ignition timing, combustion chamber geometry, and electronic control unit settings are all critical to engine performancebut are often fixed for a particular fuel. This leaves significant room for improvement in multi-fuel engine design.
[4] Existingapproach is to develop engines with variable volumetric compression ratios. This would allow the engine to adapt to different fuel types and operating conditions. However, implementing such approach can be technically challenging and may increase production costs, making it less attractive for low-cost vehicles.
[5] Accordingly, there remains a need to address the aforementioned technical
drawbacks.
SUMMARY
[6] In view of the foregoing, there is provided a method for converting a low displacement naturally aspirated engines to turbocharged engine. The methodincludes optimizing a compression ratio of the low displacement naturally aspirated engine by varying a thickness of a cylinder head gasket and a bowl volume.The methodincludes controlling variable compression ratios by boosting pressures using an Electronic Control Unit (ECU) to control spark timing and throttle position.The method includes incorporating a turbocharger to vary the boost pressure for enhancing a performance and an efficiency across one or more gaseous fuels by converting the low displacement naturally aspirated engine into the turbocharged engine.
[7] In some embodiments, the method includes managing and controlling various engine functions to ensure an optimal performance, a fuel efficiency and emissions control by the ECU (Electronic Control Unit).
[8] In some embodiments, the method includes measuring a power, a torque and a speed of a twin-cylinder automotive spark ignition gas engine using a principle of eddy currents by an eddy current dynamometer.
[9] In some embodiments, the method includescontrolling an operation of a dynamometer to regulate a load on the twin-cylinder automotive spark ignition gas engine and recording the torque, the speed and the power by a dynamometer controller.
[10] In some embodiments, the method includes regulating a flow of exhaust gases to a turbine and preventing a turbocharger from producing more boost which can lead to engine knock or damage by an electric wastegate actuator.
[11] In some embodiments, the method includesmaintaining a constant pressure in a gaseous fuel by adjusting flow rate in response to fluctuations by a pressure regulator.
[12] In some embodiments, the method includes measuring the exhaust gas temperature at the exhaust manifold after the turbine outlet by a thermocouple.
[13] In some embodiments, the method includes cooling a high-temperature compressed air coming out from the turbocharger by an intercooler.
[14] In some embodiments, the method includes checking an efficiency and a safety of combustion by measuring gases, ensuring a proper fuel use and detecting harmful emissions by a combustion analyser.
[15] In some embodiments, the method includesmeasuring the exhaust gas which primarily measured the gaseous levels by an exhaust gas analyser.
[16] This method converts low-displacement engines into turbocharged multi-fuel engines at a low cost. By varying the boost pressure and spark timing, the system can optimize engine performance for different gaseous fuels without requiring major modifications to the engine's internal components. This method is a cost-effective solution for improving fuel efficiency, reducing emissions, and expanding the range of fuels that can be used in automotive applications.
[17] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous specific details thereof, are given by the way of illustration and not of limitation. Many changes and modifications may be made within thescope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF THE DRAWINGS
[18] The embodiments herein will be better understood from the following detailed description with reference to the drawings, in which:
[19] FIG. 1 illustrates anexploded viewof a system for converting a low displacement naturally aspirated engines to turbocharged enginesaccording to an embodiment herein;
[20] FIG. 2 illustrates a block diagram of a system of FIG. 1according to an embodiment herein;
[21] FIGS. 3A-3C illustratesgraphical representations of various gaseous fuels at various compression ratiosaccording to an embodiment herein; and
[22] FIG. 4 is the flow diagram that illustrates a method for converting a low displacement naturally aspirated engines to turbocharged enginesaccording to an embodiment herein.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[23] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description.Descriptions of well-known components and processing techniques are omitted to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to enable those of skill in the art to practice the embodiments herein. Referring now to the drawings and more particularly to FIGS. 1 through 4, where similar reference characters denote corresponding features consistently throughout the figure's, preferred embodiments are shown.
[24] FIG. 1 illustrates an exploded view of a system 100 forconverting low displacement naturally aspirated engines to turbocharged enginesaccording to some embodiments herein. The system 100 includes atwin-cylinder automotive spark ignition gas engine 102, an Electronic Control Unit (ECU) 104, a turbocharger 106, an electric wastegate actuator 108, an intercooler 110, an eddy current dynamometer 112, a dynamometer controller 114, a motor 116,a clutch 118, an intake manifold 120, an exhaust manifold 122, a k-type thermocouple 124, gaseous fuel tanks 126, a pressure regulator 128, a fuel flowmeter 130, an air flowmeter 132, an exhaust gas analyser 134, a combustion analyser 136 and a graphical user interface 138.
[25] The twin-cylinder automotive spark ignition gas engine 102 is connected to gas injector that inject the gaseous fuels in the twin-cylinder automotive spark ignition gas engine 102.The Electronic Control Unit (ECU) 104 is developed in-house to control a boost pressure, spark timing, and throttle position of the twin-cylinder automotive spark ignition gas engine 102. The ECU 104 controls the injection of the fuel and, the timing of the spark to ignite it. The ECU 104 determines the position of the engine's internals using a crankshaft position sensor so that the injectors and ignition system are activated at precisely the correct time.The turbocharger 106 is a combination of compressor and turbine assemblythat increases an internal combustion engine's efficiency and power output by forcing extra air into the combustion chamber. The turbocharger 106 work is to compress more air flowing into the twin cylinder automotive spark ignition gas engine 102 cylinder. When air is compressed in the oxygen molecules that are packed closer together. This increase in air means that more fuel can be added for the same size naturally aspirated engine. The electric wastegate actuator 108 controls the opening and closing of the wastegate valve to prevent the boost pressure in a turbo charger from exceeding critical pressure. Applications include turbochargers used with a downsized engine intended for improved fuel efficiency.
[26] The intercooler 110 is placed after the compressor outlet to cool a high-temperature compressed air coming out from the turbocharger106 compressor. By cooling the air, the intercooler reduces the chances of knocking and allows for more air to be forced into the twin cylinder automotive spark ignition gas engine 102, which can increase power output. Additionally, cooling the air can also reduce emissions.The eddy current dynamometer 112 measuresa power, a torque and a speed of a twin-cylinder automotive spark ignition gas engine using a principle of eddy currents.The eddy current dynamometer 112eddy current dynamometer works on the principle of Faradays' Law of electromagnetic induction that converts a mechanical energy into an electrical energy. The dynamometer controller 114 controls an operation of a dynamometer to regulate a load on the twin-cylinder automotive spark ignition gas engine and recording the torque, the speed and the power. The motor116 and the clutch 118 is coupled with the eddy current dynamometer for cranking the twin-cylinder automotive spark ignition gas engine 102. The intake manifold 120 is a component in an internal combustion engine that distributes air and fuel mixture to the engine's cylinders. The exhaust manifold 122 is a component in the internal combustion engine that collects theexhaust gas from cylinders and channels them into the exhaust system. The K-type thermocouple 124 is used to measure exhaust gas temperature at the exhaust manifold after the turbine outlet. The measured exhaust gas temperature is then used by the ECU 104 to adjust gas injection and ignition timing, optimizing combustion and fuel efficiency.
[27] The gaseous fuel tanks 126 are used to store one or moregaseous fuels. The gaseous fuels may be a LPG, a CNG, a CBM and the like. The pressure regulator 128 is used to maintain a constant pressure in the gaseous fuels by adjusting flow rate in response to fluctuations. The fuel flowmeter 130 is used to measure a flow of the gaseous fuels from the gaseous fuel tanks 126 to the twin-cylinder automotive spark ignition gas engine102. The air flow meter 132 is used to measurethe flow of the air to the twin-cylinder automotive spark ignition gas engine 102. The exhaust gas analyser 134 is used to measure the exhaust gas which primarily measured the gaseous levels. The combustion analyser 136 is used to check an efficiency and a safety of combustion by measuring gases, ensuring a proper fuel use and detecting harmful emissions.The combustion analyser 136 detects one or more gas concentration levels. In some embodiments, the gases can be a Carbon Monoxide (CO), a Carbon Dioxide (CO2), an Oxygen (O2) and the like. The Graphical User Interface (GUI) 138 is used to monitor the combustion analyser 136 and the ECU 104.
[28] FIG. 2 illustrates a block diagram 200 of a system 100 of FIG. 1 according to some embodiments herein. The block diagram 200 includes the twin-cylinder automotive spark ignition gas engine 102, the electronic control unit (ECU) 104, the turbocharger 106, the electric wastegate actuator 108, the intercooler 110, the eddy current dynamometer 112, the dynamometer controller 114, the motor116, the clutch 118 and the graphical user interface 138. The twin-cylinder automotive spark ignition gas engine 102 is a compact and efficient power source with two cylinders that use a spark plug to ignite the fuel-air mixture. The ECU 104 is developed in-house to control a boost pressure, a spark timing and a throttle position of the twin-cylinder automotive spark ignition gas engine 102. The turbocharger 106is a combination of compressor and turbine assemblyincreases an internal combustion engine's efficiency and power output by forcing extra air into the combustion chamber. The electric wastegate actuator 108 is used to control the exhaust gas mass flow rate to the turbine. The intercooler 110is placed after the compressor outlet to cool a high-temperature compressed air coming out from the turbocharger 106 compressor. The eddy current dynamometer 112 measures a power, a torque and a speed of a twin-cylinder automotive spark ignition gas engine using a principle of eddy currents. The dynamometer controller 114controls an operation of a dynamometer to regulate a load on the twin-cylinder automotive spark ignition gas engine and recording the torque, the speed and the power. The motor 116 and the clutch 118 is coupled with the eddy current dynamometer 112 for cranking the twin-cylinder automotive spark ignition gas engine. The Graphical User Interface (GUI) 138 is used to monitor the combustion analyser 136 and the ECU 104.
[29] FIGS. 3A-3C illustrates graphical representations of one or more gaseous fuels at one or more compression ratiosaccording to some embodiments herein.In FIG. 3A, the graphical representation depicts the performance of a low displacement automotive spark ignition engine running on LPG, illustrating one or more operating conditions are an injection pressure of 2 bar, spark timing set at MBT, and a throttle position of 100%, impact the engine's performance. Thelow displacement automotive spark ignition engine achieves a stoichiometric air-fuel ratio, resulting in a maximum engine power of 15.4 kW and a maximum engine torque at 3400 rpm.The graphical representation depicts the comparison between a naturally aspirated and a turbocharging mode with boost pressures of 1.1, 1.3, and 1.5 bar made at compression ratios of 8.5:1, 10:1, and 10.5:1. The graphical representation depicts the comparison of one or more compression ratios across one or more parameters, including Brake Power (BP), Brake Thermal Efficiency (BTE), Specific Fuel Consumption (SFC), Hydrocarbon (HC) emissions, and Nitric Oxide (NO) emissions.During 8.5:1 with 1.1 bar compression ratio, the BP is at 14kW, the BTE at 21%, the SFC at 0.34 kg/kWh, the HC at 0.55 g/kWh, and the NO at 11.5 g/kWh.During 10:1 with 1.1 bar compression ratio, the BP is at 15kW, the BTE at 22.5%, the SFC at 0.32 kg/kWh, the HC at 0.95 g/kWh, and the NO at 17.5 g/kWh. During 10.5:1 with 1.1 bar compression ratio, the BP is at 17kW, the BTE at 25%, the SFC at 0.32 kg/kWh, the HC at 1.27 g/kWh, and the NO at 20.5 g/kWh. During 8.5:1with 1.3 bar compression ratio, the BP is at 17.5kW, the BTE at 27.5%, the SFC at 0.27 kg/kWh, the HC at 0.7 g/kWh, and the NO at 18.5 g/kWh. During 8.5:1 with 1.5 bar compression ratio, the BP is at 19kW, the BTE at 28.5%, the SFC at 0.27 kg/kWh, the HC at 0.3 g/kWh, and the NO at 25 g/kWh.The graphical representation depicts that the 8.5:1 compression ratio with a 1.5 bar boost emerges the best performanceatthe LPG fuel engine. This configuration achieves the highest Brake Power (BP) of 19 kW and the best Brake Thermal Efficiency (BTE) at 28.5%. It also boasts the lowest Specific Fuel Consumption (SFC) at 0.27 kg/kWh, indicating improved fuel efficiency. Additionally, it has the lowest Hydrocarbon (HC) emissions at 0.3 g/kWh, which is favourable for environmental considerations.Compared to the other configurations, this balances high power output, reasonable efficiency, and lower emissions, making the 8.5:1 compression ratio with a 1.5 bar boostthe most effective choice for optimal engine performance.
[30] In FIG. 3B, the graphical representation depicts the performance of a low displacement automotive spark ignition engine running on CNG, illustrating one or more operating conditions are an injection pressure of 2.5 bar, spark timing set at MBT, and a throttle position of 100%, impact the engine's performance. The low displacement automotive spark ignition engine achieves a stoichiometric air-fuel ratio, resulting in a maximum engine power of 15.4 kW and a maximum engine torque at 3400 rpm. The graphical representation depicts the comparison between a naturally aspirated and a turbocharging mode with boost pressures of 1.1, 1.3, and 1.5 bar made at compression ratios of 10.5:1 and 12.5:1. The graphical representation depicts the comparison of one or more compression ratios across one or more parameters, including Brake Power (BP), Brake Thermal Efficiency (BTE), Specific Fuel Consumption (SFC), Hydrocarbon (HC) emissions, and Nitric Oxide (NO) emissions. During 10.5:1 with 1.1 bar compression ratio, the BP is at 14kW, the BTE at 22%, the SFC at 0.35 kg/kWh, the HC at 0.45 g/kWh, and the NO at 15 g/kWh. During 12.5:1 with 1.1 bar compression ratio, the BP is at 14.5kW, the BTE at 25%, the SFC at 0.325 kg/kWh, the HC at 0.55 g/kWh, and the NO at 22.5 g/kWh. During 10.5:1 with 1.3 bar compression ratio, the BP is at 17kW, the BTE at 24%, the SFC at 0.30 kg/kWh, the HC at 0.2 g/kWh, and the NO at 22 g/kWh. During 10.5:1 with 1.5 bar compression ratio, the BP is at 18kW, the BTE at 28%, the SFC at 0.25 kg/kWh, the HC at 0.55 g/kWh, and the NO at 28 g/kWh.The graphical representation depicts that the 10.5:1 compression ratio with a 1.5 bar boost emerges as the best performance at the CNG fuel engine. This configuration achieves the highest Brake Power (BP) of 18 kW and the best Brake Thermal Efficiency (BTE) at 28%. It also demonstrates the lowest Specific Fuel Consumption (SFC) at 0.25 kg/kWh, indicating improved fuel efficiency. Although Hydrocarbon (HC) emissions are recorded at 0.55 g/kWh and Nitric Oxide (NO) emissions reach 28 g/kWh, the significant gains in power output and efficiency outweigh these emissions. Compared to the other configurations, this balances high power output, reasonable efficiency, and lower emissions, making the 10.5:1 compression ratio with a 1.5 bar boost the most effective choice for optimal engine performance
In FIG. 3C, the graphical representation depicts the performance of a low displacement automotive spark ignition engine running on CBM, illustrating one or more operating conditionsare an injection pressure of 2.5 bar, spark timing set at MBT, and a throttle position of 100%, impact the engine's performance.The low displacement automotive spark ignition engine achieves a stoichiometric air-fuel ratio, resulting in a maximum engine power of 15.4 kW and a maximum engine torque at 3400 rpm.The graphical representation depicts the comparison between a naturally aspirated and a turbocharging mode with boost pressures of 1.1, 1.3, and 1.5 bar made at compression ratios of 10.5:1 and 12.5:1.The graphical representation depicts the comparison of one or more compression ratios across one or more parameters, including Brake Power (BP), Brake Thermal Efficiency (BTE), Specific Fuel Consumption (SFC), Hydrocarbon (HC) emissions, and Nitric Oxide (NO) emissions.During 10.5:1 with 1.1 bar compression ratio, the BP is at 11kW, the BTE at 19%, the SFC at 0.55 kg/kWh, the HC at 0.65 g/kWh, and the NO at 19 g/kWh. During 12.5:1 with 1.1 bar compression ratio, the BP is at 11.5kW, the BTE at 20%, the SFC at 0.55 kg/kWh, the HC at 0.7 g/kWh, and the NO at 20 g/kWh. During 10.5:1 with 1.3 bar compression ratio, the BP is at 14kW, the BTE at 21%, the SFC at 0.525 kg/kWh, the HC at 0.3 g/kWh, and the NO at 23 g/kWh. During 10.5:1 with 1.5 bar compression ratio, the BP is at 16kW, the BTE at 22%, the SFC at 0.51 kg/kWh, the HC at 0.28 g/kWh, and the NO at 21 g/kWh.The graphical representation depicts that the 10.5:1 compression ratio with a 1.5 bar boost emerges the best performance at the CBM fuel engine. This configuration achieves a Brake Power (BP) of 16 kW and a Brake Thermal Efficiency (BTE) of 22%, both of which are among the highest recorded. Additionally, it has a Specific Fuel Consumption (SFC) of 0.51 kg/kWh, indicating relatively good fuel efficiency. The Hydrocarbon (HC) emissions are notably low at 0.28 g/kWh, while Nitric Oxide (NO) emissions are recorded at 21 g/kWh. Compared to the other configurations, this balances high power output, reasonable efficiency, and lower emissions, making the 10.5:1 compression ratio with a 1.5 bar boostthe most effective choice for optimal engine performance.
[31] FIG. 4 is the flow diagram that illustrates a method for converting a low displacement naturally aspirated engines to turbocharged engines according to some embodiments herein. At step 402, the method includes optimizing a compression ratio by varying a thickness of a cylinder head gasket and a bowl volume. At step 404, the method includes controlling variable compression ratios by boost pressures using an Electronic Control Unit (ECU) to control boost pressure, spark timing and throttle position.At step 406, the method includes incorporating a turbocharger to vary the boost pressure for enhancing a performance and an efficiency across one or more gaseous fuels by converting the low displacement naturally aspirated engine into the turbocharged engine.
[32] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the scope.
, Claims:I/We claim:
1. A method for converting a low displacement naturally aspirated engines to turbocharged engines, wherein the method comprises,
characterized in that,
optimizing a compression ratio of the low displacement naturally aspirated engine by varying a thickness of a cylinder head gasket and a bowl volume;
controlling variable compression ratios by boosting pressures using an Electronic Control Unit (ECU) to control spark timing and throttle position;
wherein, the method includes incorporating a turbocharger to vary the boost pressure forenhancing a performance and an efficiency across one or more gaseous fuelsby converting the low displacement naturally aspirated engine into theturbocharged engine.

2. The method of claim 1, wherein the method comprises managing and controlling one or more engine functions to ensure an optimal performance, a fuel efficiency and emissions control by the ECU.

3. The method of claim 1, wherein the method comprises measuring a power, a torque and a speed of a cylinder of the low displacement naturally aspirated engine using a principle of eddy currents by an eddy current dynamometer, wherein the cylinder is in a twin-cylinder automotive spark ignition gas engine.

4. The method of claim 1, wherein the method comprises controlling an operation of a dynamometer to regulate a load on the cylinder and recording the torque, the speed and the power by a dynamometer controller.

5. The method of claim 1, wherein the method comprises regulating a flow of exhaust gases to a turbine and preventing a turbochargerby an electric wastegate actuator, from producing more boost which can lead to engine knock or damage.

6. The method of claim 1, wherein the method comprises maintaining a constant pressure in a gaseous fuel by adjusting flow rate in response to fluctuations by a pressure regulator.

7. The method of claim 1, wherein the method comprises measuring the exhaust gas temperature at the exhaust manifold after the turbine outlet by a thermocouple.

8. The method of claim 1, wherein the method comprises cooling a high-temperature compressed air coming out from the turbocharger by an intercooler.

9. The method of claim 1, wherein the method comprises checking an efficiency and a safety of combustion by measuring gases, ensuring a proper fuel use and detecting harmful emissions by a combustion analyser.

10. The method of claim 1, wherein the method comprises measuring the exhaust gas which primarily measured the gaseous levels by an exhaust gas analyser.


Dated November 05, 2024

Arjun Karthik Bala
(IN/PA 1021)
Agent for Applicant

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