The present disclosure relates to an acceleration booster system for a gasoline naturally aspirated engine in a vehicle. In particular, the present subject matter relates to system capable of supplying fresh air from a combustion cylinder to a compressed ai storage tank during an event of a fuel cut and also supplying the compressed air from th compressed air storage tank to the combustion cylinder during a momentarily kick dowi event, respectively.
BACKGROUND
[0002] Naturally aspirated gasoline engine utilizes an ignition system comprising c spark plugs and coils, to ignite their fuel/air mixture. A spark plug is situated at a head of a internal combustion engine cylinder of a vehicle and is responsible for generation of spar at a required time to ignite a combustible air-fuel mixture. Further, there is provided a pisto below the sparkplug; the piston being accountable for compression of the air-fuel mixtur and additionally allow exit of the ignited air-fuel mixture through an exhaust during exhaus stroke.
[0003] Now, in an existing system, there is a provision of storage of the air which i being compressed inside the internal combustion engine during an event of a fuel cutwhe the engine is running but the vehicle is decelerating. The air may be stored appropriately i a compressed air storage cylinder and further can be used during requirement of higl acceleration of the vehicle. However, these systems suffer from certain disadvantages.
[0004] Firstly, in the existing systems, an inlet of the compressed air storage cylinde is connected with an exhaust line of the combustion cylinder using a throttle valve. Due t such connectivity, air of suction stroke is being compressed both into a clearance volum of 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 c compressed air cannot be utilized to its full extent.

[0005] Secondly, due to less pressure in the compressed air storage tank in the existing systems, these systems fail to inject an additional amount of air during an event of suctio stroke and thus fail to cope up with the additional torque requirement during momentaril kick 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 exhaus throttle valve after starting of the fuel cut event in the existing systems, maximum storag of fresh air is hindered. This is because, if the time lapse is low, the exhaust line may nc get cleaned up properly thereby resulting into the storage of burnt gases in the compress© air storage tank. Again if the predetermined time is high, then it will leave a very sma amount of time for storage resulting into wastage of available energy.
[0007] Further, in the existing systems, there is no provision for measurement of th< quantity 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 efficier control mechanism in order to facilitate efficient storage of fresh air from the combustio cylinder into the compressed air storage tank followed by a timely retrieval of th' compressed air, respectively, during subsequent requirements.
OBJECTS OF THE INVENTION
[0009] Some of the objects of the present disclosure, which at least one embodimer herein satisfy, are listed herein below.
[0010] It is an object of the present subject matter to overcome the aforementioned am other drawbacks existing in the prior art systems and methods.
[0011] It is a significant object of the present disclosure to maintain high pressure insid the compressed air storage tank in order to allow maximum storage of fresh air into th< compressed air storage tank.
[0012] It is yet another object of the present disclosure to maintain a predefined tim lapse after which the fresh air can be supplied from a combustion cylinder to thi compressed air storage tank in an event of fuel cut.

[0013] It is yet another object of the present disclosure to propose a system that can utilize the fresh air discharged from the compressed air storage tank in order to produce additional torque required during momentary kick down event of the vehicle.
[0014] It is yet another object of the present disclosure to propose a system where pressure 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 capable of measuring an amount of oxygen discharged into the combustion during the additional torque requirement.
[0016] It is even another object of the present subject matter to propose a system capable of determining quantity of additional fuel injection in order to ensure efficient emission 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 be apparent to a person skilled in the art after consideration of the following detailed description taking into consideration with accompanied drawings in which preferred embodiments of the present subject matter are illustrated.
SUMMARY OF THE INVENTION
[0018] This summary is provided to introduce concepts related to an acceleration booster system for a gasoline naturally aspirated engine of a vehicle. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0019] According to an embodiment of the present disclosure, there is provided an acceleration booster system for a gasoline naturally aspirated engine. The system comprises of a combustion cylinder, a compressed air storage tank connected to a cylinder head 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 from the combustion cylinder to the compressed air storage tank when a predefined time is lapsed after the start of a fuel cut event.

[0021] In an aspect, the two-way solenoid valve is operated to supply the compressed air from the compressed air storage tank to the combustion cylinder during a momentarily kick down event.
[0022] In an aspect, the cylinder head of the combustion cylinder includes an intake valve to feed a m ixture gas inside the com bustion cylinder, a spark plug to ignite the m ixture gas inside the combustion cylinder and an exhaust valve to release exhaust gases to an exhaust line from the combustion cylinder. Herein, the exhaust line also includes an oxygen sensor to measure an amount of oxygen present in the exhaust gases.
[0023] In an aspect, the compressed air storage tank includes a pressure sensor to measure a value corresponding to the volume of the compressed air present in the compressed air storage tank.
[0024] In an aspect, the compressed air storage tank includes a mass flow sensor to determine 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, the oxygen sensor, a camshaft sensor, a crankshaft sensor, a throttle position sensor, the pressure sensor, and the mass flow sensor.
[0026] In an aspect, based on the received inputs, the ECU ascertains 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 is found below a maximum value and accordingly operate the two-way solenoid valve to recharge the com pressed air storage tank by filling the compressed air storage tank with the fresh air during the ascertained fuel cut event.
[0027] In another aspect, based on the received inputs, the ECU ascertains the momentarily kick down event
[0028] In an aspect, when the acceleration pedal is momentarily fully pressed, a throttle valve is fully open, an intake valve is open, a start of a suction stroke is detected, and a pressure value of the compressed air in the compressed air storage tank is found above a threshold value and accordingly operate the two-way solenoid valve to discharge the

compressed air storage tank for utilization of fresh air filled in the compressed air storage tank during an event of kick down of the vehicle.
[0029] According to another embodiment of the present disclosure, there is provided a method for controlling an acceleration booster system of a gasoline naturally aspirated engine. The method comprises receiving inputs, at an engine control unit, ECU, from an acceleration sensor, a fuel injector sensor, the oxygen sensor, a camshaft sensor, a crankshaft 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 storage tank based on the ascertainment.
[0031] In an aspect, after receipt of the inputs, the method further comprises ascertaining, by the ECU, 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 is found below a maximum value and simultaneously operating, by the ECU, the two-way solenoid valve to recharge the compressed air storage tank by filling the compressed air storage tank with the fresh air during the ascertained fuel cut event.
[0032] In another aspect, after receipt of the inputs, the method further comprises ascertaining, by the ECU, the momentarily kick down event when the acceleration pedal is momentarily fully pressed, a throttle valve is fully open, an intake valve is open, a start of a suction stroke is detected, and a pressure value of the compressed air in the compressed air storage tank is found above a threshold value; and simultaneously operating, , by the ECU, the two-way solenoid valve to discharge fresh air from the compressed air storage tank for utilization of fresh air filled in the compressed air storage tank during an event of kick down of the vehicle.
[0033] To further understand the characteristics and technical contents of the present subject matter, a description relating thereto will be made with reference to the accompanying drawings. However, the drawings are illustrative only but not used to limit the scope of the present subject matter.

[0034] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which numerals represent like components.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING(S)
[0035] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting 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 the figures, 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 and components. Some embodiments of system or methods or structure in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which
[0036] FIG. 1 depicts a compressed air storage tank, a combustion cylinder and their associated connections in accordance with an embodiment of the present disclosure;
[0037] FIG. 2 represents an exemplary architectural layout of the proposed system in accordance with an exemplary embodiment of the present disclosure;
[0038] FIG. 3 depicts an example method of recharging the compressed air storage tank 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 compressed air storage tank in accordance with an embodiment of the present disclosure.
[0040] The figures depict embodiments of the present subject matterfor the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may 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 disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0042] While the embodiments of the disclosure are subject to various modifications and alternative forms, specific embodiment thereof have been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to coverall modifications, equivalents, and alternative falling within the scope of the disclosure.
[0043] The terms "comprises", "comprising", or any other variations thereof used in the disclosure, 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 but may 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 other elements or additional elements in the system or device.
[0044] The present disclosure proposes an acceleration booster system for gasoline naturally aspirated engines. The proposed system is capable of storing fresh air from a combustion cylinder into a compressed air storage tank and providing an extra air into the combustion cylinder from the com pressed air storage tank during a condition of fuel cut and a momentary kick down event of a vehicle, respectively.
[0045] The 'fuel cut event' refers to the deactivation of fuel injection into the combustion cylinder of the engine in order to save the fuel. This condition occurs when the vehicle is decelerated; the acceleration pedal is fully released with a clutch being engaged and the vehicle being any particular gear. Under the fuel cut event, the engine simply rotates due to the inertia of motion of the vehicle.
[0046] The 'momentary kick down' event refers to the condition when maximum amount of acceleration is needed, say for overtaking by the vehicle. Herein, the acceleration

pedal is pressed fully to achieve an amount of additional torque required for driving the vehicle.
[0047] In view of the above circumstances, the structural attributes and functionalities of the proposed system is discussed in the subsequent sections.
[0048] FIG. 1 depicts a compressed air storage tank 112, a combustion cylinder 102 and their associated connections in an acceleration booster system 100 for a gasoline naturally aspirated engine in accordance with an embodiment of the present disclosure. In an aspect, the system 100 includes the combustion cylinder 102 and the compressed air storage tank 112 connected to a cylinder head of the combustion cylinder 102.
[0049] In an aspect, the connection between the combustion cylinder 102 and the compressed 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 cylinder 102 to the compressed air storage tank 112 after a predefined time lapsed from a fuel cut event and alternatively, supply the compressed air from the compressed air storage tank 112 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 in the cylinder head of the combustion cylinder 102. The role of the intake valve 104 is primarily to feed a mixture gas inside the combustion cylinder 102; whereas the exhaust valve 108 releases 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 sensor 110 in order to measure an amount of oxygen present in the exhaust gases. The system 100 takes into account the value of oxygen sensor 110 and start of compression stroke judgement in order to optimize the opening and closing of the two-way solenoid valve 114 without compromising on the quality of fresh air and also ensuring minimal wastage of air during the event of fuel cut.
[0052] Further, the combustion cylinder 102 includes a spark plug 106 responsible for ignition of the air-fuel mixture inside the combustion cylinder 102. It is to be mentioned in this context that in the proposed system 100, a connection to the compressed air storage tank 112 is provided near the spark plug 106. This allows efficient passage of compressed air from the com bustion cylinder 102 to the com pressed air storage tank 112 of the engine.

[0053] The compressed air storage tank 112 includes a pressure sensor 116 and a mass flow sensor 118. The pressure sensor 116 measures the pressure corresponding to the volume of the compressed air present in the compressed air storage tank 112. The mass flow sensor 118, on the other hand, determines mass of the compressed air that is getting supplied to the combustion cylinder 102 at the event of momentary kick down of the vehicle.
[0054] FIG. 2 represents an exemplary architectural layout of the proposed system 100 in accordance with an exemplary embodiment of the present disclosure. In an aspect, the system 100 includes an engine control unit (ECU) 200 responsible for fetching instructions in order to recharge the compressed air storage tank 112 by filling the compressed air storage 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 combustion cylinder 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, logic circuitries, sensors, interfaces and/or any devices that manipulate data based on operational instructions. Among other capabilities, the ECU 200 is configured to fetch and execute computer-readable instructions stored in its memory. The memory may store one or more computer-readable instructions or routines, which may be fetched and executed. Additionally, the ECU 200 may be implemented as a combination of hardware and programming (for example, programmable instructions) to implement one or more functionalities of the ECU 200. In examples described herein, such combinations of hardware 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 a non-transitory machine-readable storage medium and the hardware for the ECU 200 may include a processing resource (for example, one or more processors), to execute such instructions. 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. The ECU 200 sends instructions to regulate the opening of the two-way solenoid valve 114 on receiving inputs from an acceleration sensor 202, a fuel injector sensor 204, the oxygen sensorHO, a camshaft sensor 206, a crankshaft sensor208, a throttle position sensor 210,

[0057] In an aspect, based on the received inputs, the ECU 200 ascertains the fuel cut event under the conditions when the acceleration pedal is fully released, a fuel injector is off, an upper limit of oxygen is sensed in the exhaust gases, a compression end stroke top dead centre is detected and a pressure value of the compressed air in the compressed air storage tank 112 is found below a maximum value. On determining the fuel cut event, the ECU 200 directs 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.
[0058] In another aspect, based on the received inputs, the ECU 200 ascertains 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 suction stroke is detected, and a pressure value of the com pressed air in the com pressed air storage tank 112 is found above a threshold value. On ascertainment of the event of momentary kick down of the vehicle, the ECU 200 dictates the two-way solenoid valve 114 to discharge fresh air from the compressed air storage tank 112. The additional fresh air that is released from the compressed air storage tank 112 is measured using the mass flow sensor 118. The fuel quantity of the fuel injector is adjusted according to the stoichiometric level depending on an output of the mass flow sensor 118.
[0059] In an aspect, an inlet of the compressed air storage tank 112 is provided in the cylinder head so that during compression stroke, both the intake valve 104 and the exhaust valve 108 remains closed. The compression end stroke judgement is determined by the ECU 200 based on inputs received from the camshaftsensor206 and the crankshaft sensor 208. Consequently, fresh air can be stored inside the compressed air storage tank 112 only by opening the two-way solenoid valve 114. This feature is advantageous over the existing systems in a manner that connection of the inlet of the compressed air storage tank 112 into the cylinder head leads to compression of all of the suction stroke air in the clearance volume thereby rendering a high pressure. This high pressure, in turn permits storage of an extra amount of fresh air in the com pressed air storage tank 112 unlike the existing systems. This excess air is utilized further in additional torque increment during momentary kick down even of the vehicle.
[0060] In an aspect, the throttle position sensor 210 regulates the opening and closing of a throttle valve in order to notify the ECU 200 regarding an occurrence of the fuel cut event or the momentary kick down event. Based on the position of the throttle valve, the

present system closes the exhaust valve 108 after a predefined time lapse using a timer circuit defined by the ECU 200 after an onset of the fuel cut event. The system 100, on the other hand, after the lapse of this predefined time and obtaining feedback from associated sensors, assumes that the exhaust line 120 is cleaned thoroughly thereby allowing the passage of fresh air. The selection of the predefined time is important because if this time is low then the exhaust line 120 is not properly cleaned and there remains a possibility of storage of burnt gases in the compressed air storage tank 112. On the other hand, if this time is low, then there remains a very little amount of time for storage of fresh air in the compressed air storage tank 112, ultimately resulting into wastage of available energy resources.
[0061] In an aspect, the state of the acceleration pedal, i.e., whether it is fully pressed or released is determined by the ECU 200 using the acceleration sensor202. Similarly, the fuel 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 pressure sensor 116 used in the system 100 has been discussed in the above section and are not iterated here for the sake of brevity.
[0062] FIG. 3 illustrates an example method 300 implemented for recharging the compressed 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, from the acceleration sensor 202, the fuel injector sensor 204, the oxygen sensor 110, the camshaft sensor 206, the crankshaft sensor 208, the throttle position sensor 210, the pressure sensor 116 and the mass flow sensor 118.
[0064] At block 304, the method 300 includes ascertaining, by the ECU 200, a fuel cut event based on values of fuel cut signal, the oxygen sensor 110, the pressure sensor 116 and detection of compression end stroke up dead centre as determined by the camshaft sensor 206 and the crankshaft sensor 208.
[0065] At blocks 306 and 308, the method 300 includes operating, by the ECU 200, the two-way solenoid valve 114 for recharging the compressed air storage tank by filling the compressed 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 of

the oxygen sensor 110 moves to an upper limit of the lean value thereby indicating that the air/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 amount of oxygen actually present in the combustion cylinder 102 to the amount that should have been present to obtain a perfect combustion. Further, the camshaft sensor 206 and the crankshaft sensor 208 indicates a value ranging between 90 degree of before top dead center (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 charged compressed air storage tank 112, thereby indicating a high pressure in the compressed air storage tank 112. On ascertaining the above mentioned conditions, the ECU 200 directs the two-way solenoid valve 114 to open and supply fresh air from the combustion cylinder 102 into the compressed air storage tank 112.
[0067] FIG. 4 illustrates an example method 400 implemented for discharging the compressed air from the compressed air storage tank 112 to the combustion cylinder 102 during the momentary kick down event. These are discussed as follows:
[0068] At block 402, the method 400 includes receiving inputs, by the ECU 200, from the acceleration sensor 202, the fuel injector sensor 204, the oxygen sensor 110, the camshaft sensor 206, the crankshaft sensor 208, the throttle position sensor 210, the pressure sensor 116 and the mass flow sensor 118.
[0069] At block 404, the method 400 includes ascertaining, by the ECU 200, a momentarily kick down event on detection of acceleration pedal to be fully pressed, throttle valve is fully open, an intake valve is open, start of a suction stroke and values of the pressure sensor 116.
[0070] At blocks 406 and 408, the method 400 includes operating, by the ECU 200, the two-way solenoid valve 114 to discharge fresh air from the com pressed air storage tank 112 into the combustion cylinder 102 for utilization of fresh air filled in the compressed air storage tank 112.
[0071] For an instance, say during the event of momentary kick down, i.e., when an additional torque is required to increase speed and acceleration of the vehicle, the value of the pressure sensor 116 just reaches above a threshold value, the throttle position sensor 210 determines a wide open throttle (WOT) condition, the intake valve 104 is open and the

suction stroke judgement indicates start of the suction stroke. Consequently, further air cannot be increased into the compressed air storage tank 112 and an additional air is being injected into the combustion cylinder 102 from the compressed air storage tank 112. On ascertaining the above mentioned conditions, the ECU 200 directs the two-way solenoid valve 114 to open and supply the com pressed air from the com pressed air storage tank 112 into the combustion cylinder 102. The compressed air is also measured by the mass flow sensor 118 in order to maintain the value of 'lambda' to 1 so that fuel emissions are not affected 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 the structural features and working mechanism discussed is not limited to the gasoline naturally aspirated engines and may be extended to any such engine operated in a likely similar fashion.
Technical Advantages
[0073] All in all, the invention described in the present disclosure is having the following advantages:
a) Efficient storage of fresh air in the compressed air storage tank 112
b) Utilization of the fresh air by directing them to the com bustion cylinder when required
c) Reduced air pollution
d) Improved fuel emission
e) Improved engine output
Equivalents
[0074] It should be noted that the description and figures merely illustrate the principles of the present subject matter. It should be appreciated by those skilled in the art that conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present subject matter. It should also be appreciated by those skilled in the art that by devising various systems that, although not explicitly described or shown herein, embody the principles of the present subject matter and are included within its spirit and scope.

Furthermore, all examples recited herein are principally intended expressly to be for pedagogical purposes to aid the reader in understanding the principles of the present subject matter and the concepts contributed by the inventor(s) to furthering the art and are to be construed as being without limitation to such specifically recited examples and conditions. The novel features which are believed to be characteristic of the present subject matter, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures.
[0075] Although embodiments for the present subject matter have been described in language specific to package features, it is to be understood that the present subject matter is not necessarily limited to the specific features described. Rather, the specific features and methods are disclosed as embodiments for the present subject matter. Numerous modifications and adaptations of the system/device of the present invention will be apparent to those skilled in the art, and thus it is intended by the appended claims to coverall such modifications 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 generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not 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 further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed 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 inventions containing only one such recitation, even when the same claim includes the introductory phrases "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 same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the

art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited 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 convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited 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.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities 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 of components or steps may be combined into a single component or step, or the functions or structures of one-step or component may be split among plural steps or components. The present invention contemplates all of these combinations. Unless stated otherwise, dimensions and geometries of the various structures depicted herein are not intended to be restrictive 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 one of the illustrated embodiments, such feature may be combined with one or more other features of other embodiments, for any given application. It will also be appreciated from the above that the fabrication of the unique structures herein and the operation thereof also constitute methods in accordance with the present invention. The present invention also encompasses intermediate and end products resulting from the practice of the methods herein. The use of "comprising" or "including" also contemplates embodiments that "consist essentially of" or "consist of" the recited feature.

WE CLAIM:

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 cam shaft 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, athrottle 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 com pressed air in the com pressed 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.