SUPERCHARGER BYPASS VALVE AND METHOD OF CONTROLLING SAME

Abstract

A control system for a vehicular supercharger regulates the flow of a vacuum signal to a boost valve to modulate the supply of compressed air to an internal combustion engine. In one embodiment, the control system includes a solenoid that regulates the vacuum signal in response to one or more vehicle sensor signals inputted to an electronic controller.

Claims

1. A vehicular supercharger system comprising: a compressor configured to boost flow of air to one or more cylinders of an internal combustion engine; a bypass valve configured to be actuated between an opened state wherein the boosted flow of air is diverted from the one or more cylinders and a closed state wherein the boosted flow of air is delivered to the one or more cylinders; and an electronic bypass valve controller operatively connected to the boost valve and configured to selectively control the bypass valve in response to a signal from one or more vehicular sensors.

3. The vehicular supercharger system of claim 1 wherein the compressor is one of a centrifugal, a Roots-type, and a screw-type compressor.

4. The vehicular supercharger system of claim 1 wherein the signal from the one or more vehicular sensors is associated with a measured induction system parameter.

5. The vehicular supercharger system of claim 1 wherein the one or more vehicular sensors is one or more of a manifold absolute pressure (MAP) sensor, a throttle position sensor, a pedal position sensor, a Mass Air Flow sensor, an engine RPM sensor, an air temperature sensor, a gear selector sensor, fuel pressure sensor, and an oxygen sensor.

6. The vehicular supercharger system of claim 2 wherein the compressor is a centrifugal compressor and the bypass valve diverts the boosted flow of air to atmosphere when operating in the opened state.

7. The vehicular supercharger system of claim 2 wherein the compressor is one of a Roots-type and a screw-type compressor and wherein the bypass valve diverts the boosted flow of air around the compressor when operating in the opened state.

8. The vehicular supercharger system of claim 1 wherein the electronic bypass valve controller operates a solenoid that controls actuation of the bypass valve between the opened state and the closed state in response to the signal from the one or more vehicular sensors.

9. The vehicular supercharger system of claim 8 wherein the solenoid controls output of a vacuum source to the bypass valve, such that when the solenoid is in an opened state, the bypass valve reacts to the vacuum provided by the vacuum source and when the solenoid is in a closed state, the bypass valve remains in one of an opened state or a closed state independent of the vacuum signal from the vacuum source.

10. The vehicular supercharger system of claim 9 wherein the vacuum source is an intake manifold.

11. The vehicular supercharger system of claim 9 wherein the vacuum source is a vacuum pump.

12. A supercharger control system comprising: an electric solenoid configured to control a vacuum signal directed to a bypass valve of a supercharger; and an electronic bypass valve controller configured to selectively control the solenoid in response to a signal from signal from one or more vehicular sensors, the solenoid being actuated between an opened state where the bypass valve reacts to the vacuum signal and a closed state where the bypass valve remains in one of an opened state or a closed state independent of the vacuum signal from the vacuum source.

13. The supercharger control system of claim 12 wherein the signal from one or more vehicular sensors is a signal from one of a MAP sensor and a throttle position sensor.

14. The supercharger control system of claim 13 wherein the electronic bypass controller includes a control algorithm, the control algorithm being programmable to define a threshold value of the signal from one or more vehicular sensors to move the solenoid between one of the opened and closed state to the other state.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG. 1 is a schematic illustration of a supercharger control system for a centrifugal-type supercharger compressor, according to an embodiment of the invention.

[0017] FIG. 2 is a schematic illustration of a supercharger control system for a Roots-type or screw-type supercharger compressor, according to another embodiment of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0018] Referring now to the drawings, there is illustrated in FIG. 1 an embodiment of a supercharger control system for a centrifugal-type supercharger compressor, shown generally at 10. The supercharger control system 10 regulates the operation of a centrifugal-type supercharger 12, which is of conventional construction and is generally known in the art. As shown in FIG. 1, the supercharger 12 outputs compressed air to a control valve, such as a throttle body 14, mounted on an intake manifold 16 of an internal combustion engine. The throttle body 14 regulates air flow into the engine. Alternatively, the throttle body 14 may include a fuel delivery function, such as a fuel injection throttle body, or may be configured as a carburetor. A bypass valve 18 is in fluid communication with the flow of air between the supercharger 12 and the throttle body 14. A vacuum line 20 connects the bypass valve 18 to an Electronic Bypass-Valve Controller (EBVC) 22 to control actuation of the bypass valve 18. The EBVC 22 is operatively connected to a solenoid 24, which may be an integral component of the controller 22 or may be remotely located. The solenoid 24 is also connected to a vacuum source, which may be the intake manifold 16 or an external vacuum source 26.

[0019] The EBVC 22 is connected to one or more input signal sources and receives related input signals to determine engine operation conditions. Examples of the various types of input signals to the EBVC 22 may be a vacuum signal from the engine manifold vacuum line 20, a manifold absolute pressure (MAP) sensor 28, and a throttle position sensor 30. Alternatively or in addition to these sensor inputs, other sensors may include one or more of a pedal position sensor, a Mass Air Flow sensor, an engine RPM sensor, an air temperature sensor, a gear selector sensor, fuel pressure sensor, and an oxygen sensor. The EBVC 22 determines the proper engine conditions to admit or reject boost from the supercharger 12 and operates the solenoid accordingly.

[0020] The solenoid 24 is moved between an open state and a closed state by the EBVC 22. In the open state, the solenoid 24 permits vacuum from the vacuum source to act upon the bypass valve 18 to open or close the valve 18 in response to the vacuum signal from the vacuum source, such as the engine manifold. In the closed state, the solenoid 24 holds a particular vacuum or pressure level which may hold the bypass valve 18 in an open or closed position. The vacuum level that initiates and maintains the closed state of the solenoid 24 is determined by the EBVC 22. In certain operating conditions, the solenoid 24 maintains a vacuum level sufficient to hold the bypass valve open regardless of the vacuum or pressure state within the manifold or alternate vacuum source. In an alternate embodiment, the solenoid 24 may directly control actuation operation of the bypass valve 18. In such an embodiment, the vacuum signal may be an additional input to the EBVC 22 or may be omitted altogether.

[0021] In one embodiment, the operation of the supercharger control system 10 may be characterized in the following steps. When an ignition switch is turned on, the solenoid 24 is moved to the open state by the EBVC 22 in response to the initial key-on signal. Once the engine is running, vacuum is created by the engine within the manifold 16 and is measured by the MAP sensor 28. When vacuum sufficient to hold the bypass valve 18 open is detected, the solenoid 24 is moved to the closed state by the EBVC 22. This maintains vacuum to the bypass valve 18, keeping the bypass valve open. In one programmed operating sequence, the solenoid 24 may not open again until the MAP sensor 28 reads a value equal to or above a programmed value inputted to the EBVC 22. The EBVC 22 may be programmed to react to an open state value based on specific engine and powertrain designs as stated above. The electronic solenoid 12 may be moved to the closed state when sufficient vacuum is created to hold the bypass valve 18 open. The effect of permitting the EBCV 22 and the solenoid 24 to control the bypass valve position based on engine data, rather than on direct vacuum levels is the elimination of bypass valve flutter and boost during part throttle driving when engine vacuum is reduced to a level that can no longer hold the bypass valve open (which may particularly observed on full size trucks and SUVs when supercharged). The result is improved partial throttle drivability and increased fuel economy.

[0022] In another aspect of the invention, an illuminated LED indicator button, not shown, may be mounted in the driver cockpit. The button may function as both an indicator to the driver of the unit functioning properly, as well as gives the user the ability to change the operating parameters. The LED may illuminate when the solenoid is open, and may be off when the solenoid is closed. In addition, the LED may flash, such as on and off in 0.5 second intervals, to indicate an operational warning, such as if the MAP signal voltage is below 0.1V and above 4.9V. This may indicate a problem with the signal input to the unit

[0023] Referring now to FIG. 2, there is illustrated, an embodiment of a supercharger control system for a Roots-type or screw-type supercharger compressor, shown generally at 100. The supercharger control system 100 regulates the operation of a Roots-type or screw-type supercharger 102, which is of conventional construction and is generally known in the art. As shown in FIG. 2, a throttle body 104 supplies and regulates air flow to the supercharger 102, which in turn outputs compressed air to an internal combustion engine 106. Alternatively, the throttle body 104 may include a fuel delivery function, such as a fuel injection throttle body, or may be configured as a carburetor. A bypass valve 108 is in fluid communication with the flow of air between the throttle body 104 and the supercharger 102. A vacuum line 110 connects the bypass valve 108 to an Electronic Bypass-Valve Controller (EBVC) 112 to control actuation of the bypass valve 108. The EBVC 112 is operatively connected to a solenoid 114, which may be an integral component of the controller 112 or may be remotely located. The solenoid 114 is also connected to a vacuum source, which may be the intake manifold of the internal combustion engine 106 or an external vacuum source 116.

[0024] The EBVC 112 is similar to the EBCV 22, described above and shares the same range of input signals from sensors, such as a MAP sensor 118 or a throttle position sensor 120, and output functions to the solenoid 114. The EBVC 112 is programmed to work with the somewhat different operational characteristics of the Roots-type or screw-type supercharging units as compared to the centrifugal supercharger system, described above.

[0025] The principle and mode of operation of this invention have been explained and illustrated in its preferred embodiment. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.