The paper discusses the concept, design and final results from the 'Ultra Boost for Economy' collaborative project, which was part-funded by the Technology Strategy Board, the UK's innovation agency. The project comprised industry-and academiawide expertise to demonstrate that it is possible to reduce engine capacity by 60% and still achieve the torque curve of a modern, large-capacity naturally-aspirated engine, while encompassing the attributes necessary to employ such a concept in premium vehicles.In addition to achieving the torque curve of the Jaguar Land Rover naturally-aspirated 5.0 litre V8 engine (which included generating 25 bar BMEP at 1000 rpm), the main project target was to show that such a downsized engine could, in itself, provide a major proportion of a route towards a 35% reduction in vehicle tailpipe CO 2 on the New European Drive Cycle, together with some vehicle-based modifications and the assumption of stop-start technology being used instead of hybridization. In order to do this vehicle modelling was employed to set part-load operating points representative of a target vehicle and to provide weighting factors for those points. The engine was sized by using the fuel consumption improvement targets and a series of specification steps designed to ensure that the required full-load performance and driveability could be achieved.The engine was designed in parallel with 1-D modelling which helped to combine the various technology packages of the project, including the specification of an advanced charging system and the provision of the necessary variability in the valvetrain system. An advanced intake port was designed in order to ensure the necessary flow rate and the charge motion to provide fuel mixing and help suppress knock, and was subjected to a full transient CFD analysis. A new engine management system was provided which necessarily had to be capable of controlling many functions, including a supercharger engagement clutch and full bypass system, direct injection system, port-fuel injection system, separately-switchable cam profiles for the intake and exhaust valves and wide-range fast-acting camshaft phasing devices.

Abstract-This paper presents two torque estimation methods for vehicle engines: unknown input observer (UIO) and adaptive parameter estimation. We first propose a novel yet simple unknown input observer based on the crankshaft rotation dynamics only. For this purpose, an invariant manifold is derived by defining auxiliary variables in terms of first order low-pass filters, where only one constant (filter coefficient) needs to be tuned. These filtered variables are used to calculate the estimated torque. Robustness of this UIO against sensor noise is studied and compared to two other estimators. On the other hand, since the engine torque dynamics can be formulated as a parameterized form with unknown time-varying parameters, we further present several adaptive laws for time-varying parameter estimation. The parameter estimation errors are derived to drive these adaptive laws and time-varying adaptive gains are introduced. The two proposed estimators only use the measured air mass flow rate and engine speed, and thus allow for improved computational efficiency. Both estimators are verified via a dynamic engine simulator built in a commercial software GT-Power (Ricardo Wave), and also practically tested via experimental data collected in a dynamometer test-rig. Both simulations and practical results show very encouraging results with small estimation errors even in the presence of sensor noise.Index Terms-Engine torque estimation, mean value engine model, unknown input observer, time-varying parameter estimation.

The performance of the conventional engine-cooling system has always been constrained by the passive nature of the system and the need to provide the required heat-rejection capability at high-power conditions. This leads to considerable losses in the cooling system at part-load conditions where vehicles operate most of the time. A set of design and operating features from advanced enginecooling systems is reviewed and evaluated for their potential to provide improved engine protection while improving fuel efficiency and emissions output. Although these features demonstrate significant potential to improve engine performance, their full potential is limited by the need to balance between satisfying the engine-cooling requirement under all operating ambient conditions and the system effectiveness, as with any conventional engine-cooling system. The introduction of controllable elements allows limits to be placed on the operating envelope of the cooling system without restricting the benefits offered by adopting these features. The integration of split cooling and precision cooling with controllable elements has been identified as the most promising set of concepts to be adopted in a modern engine-cooling system.

Driver training schemes and eco-driving techniques can reduce fuel consumption by 10%, but their effectiveness depends on the willingness of drivers to change their behavior, and changes may be short lived. Onboard driver assistance systems have been proposed, which encourage driving style improvement. Such systems, when fitted in commercial vehicles, can assume some authority since uneconomical driving styles can be reported to a fleet manager. A driver assistance system has been developed and tried in the field with commercial vehicle drivers. The system aims to reduce fuel consumption by encouraging two behaviors: reduced rates of acceleration, and early upshifting through the gears. Visual feedback is reinforced with audible warnings when the driver makes uneconomical power demands of the engine. Field trials of the system were undertaken in the U.K. using 15 light commercial vehicles, driven by their professional drivers from a range of commercial applications. The trials consisted of two-week baseline data collection, which drivers were not aware of, followed by two weeks of data collection with the system being active. During the trials a total of 39 300 km of trip data were collected, which demonstrated fuel savings of up to 12% and average fuel savings of 7.6%.Index Terms-Driver behavior, driver information systems, eco-driving, fuel economy, gear shift indicator (GSI), vehicle driving.

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