Optimized fuel management system for direct injection ethanol enhancement of gasoline engines
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
F02D-041/00
F02B-047/04
F02B-051/00
F02D-019/08
F02D-019/12
F02D-035/02
F02M-025/14
F02M-037/00
F02D-019/06
F02B-017/00
F02D-013/02
F02D-041/04
F02D-041/30
출원번호
US-0919175
(2018-03-12)
등록번호
US-10221783
(2019-03-05)
발명자
/ 주소
Bromberg, Leslie
Cohn, Daniel R.
Heywood, John B.
출원인 / 주소
Massachusetts Institute of Technology
대리인 / 주소
Nutter McClennen & Fish LLP
인용정보
피인용 횟수 :
0인용 특허 :
119
초록▼
Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a
Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.
대표청구항▼
1. A fuel management system for a spark ignition engine, comprising: a first fueling system configured to directly inject fuel into at least one cylinder of a spark ignition engine as a liquid and increase knock suppression by evaporative cooling;a second fueling system configured to inject fuel int
1. A fuel management system for a spark ignition engine, comprising: a first fueling system configured to directly inject fuel into at least one cylinder of a spark ignition engine as a liquid and increase knock suppression by evaporative cooling;a second fueling system configured to inject fuel into a region outside of the at least one cylinder; anda fuel control system configured to control fueling from each of the first and second fueling systems,wherein the first fueling system is configured to be used across a manifold pressure range of the spark ignition engine such that a fraction of total fuel introduced into the cylinder provided by the first fueling system increases with increasing manifold pressure,wherein both the first and second fueling systems are configured to be used at a maximum manifold pressure to prevent knock,wherein fueling from the first fueling system is initiated by a knock sensor, andwherein the engine is fueled with gasoline and ethanol. 2. The fuel management system of claim 1, wherein the first fueling system is configured to initiate fueling when torque from the engine exceeds a designated value. 3. The fuel management system of claim 2, wherein the designated value is dependent on a speed of the engine. 4. The fuel management system of claim 1, wherein fueling from both the first and second fueling systems is configured to be used when knock suppression is desired. 5. The fuel management system of claim 4, wherein the second fueling system is configured to increase combustion stability when in use to achieve knock suppression. 6. The fuel management system of claim 1, wherein the system is configured to use open loop control during transients in engine load. 7. The fuel management system of claim 1, wherein the system is configured to use both closed loop control and open loop control. 8. The fuel management system of claim 1, wherein the system is configured to use closed loop control with a knock detector at low loads and open loop control at high loads. 9. The fuel management system of claim 1, wherein the first fueling system is configured to introduce fuel into the engine after an inlet valve of the engine is closed so as to introduce the fuel into a hot gas and reduce wall wetting. 10. The fuel management system of claim 1, wherein the first fueling system is configured to introduce fuel into the engine after an inlet valve of the engine is closed so as to allow knock free operation at higher manifold pressure than would be the case if the fuel were introduced before the inlet valve is closed. 11. The fuel management system of claim 1, wherein the system is configured to operate the second fueling system while the first fueling system remains unused during an initial period of time up to 30 seconds of engine operation. 12. A fuel management system for a spark ignition engine, comprising: a first fueling system configured to directly inject fuel into at least one cylinder of a spark ignition engine as a liquid and increase knock suppression by evaporative cooling;a second fueling system configured to inject fuel into a region outside of the at least one cylinder; anda fuel control system configured to control fueling from each of the first and second fueling systems,wherein the first fueling management system is configured to be used across a manifold pressure range of the spark ignition engine such that a fraction of total fuel introduced into the cylinder provided by the first fueling system increases with increasing manifold pressure,wherein both the first and second fueling systems are used at a maximum manifold pressure to prevent knock,wherein fueling from the first fueling system is initiated when torque of the engine exceeds a designated value,wherein the system is configured to operate the second fueling system while the first fueling system remains unused during an initial period of time up to 30 seconds of engine operation, andwherein the engine is fueled with gasoline and ethanol. 13. The fuel management system of claim 12, wherein the first fueling system is configured to initiate fueling in response to a signal from a knock sensor. 14. The fuel management system of claim 12, wherein the designated value is dependent on a speed of the engine. 15. A fuel management system for a turbocharged spark ignition engine, comprising: a first fueling system configured to directly inject fuel into at least one cylinder of a turbocharged spark ignition engine as a liquid and increase knock suppression by evaporative cooling;a second fueling system configured to inject fuel into a region outside of the at least one cylinder; anda fuel control system configured to control fueling from each of the first and second fueling systems,wherein the first fueling system is configured to be used across a manifold pressure range of the spark ignition engine such that a fraction of total fuel introduced into the cylinder provided by the first fueling system increases with increasing manifold pressure,wherein the system is configured such that fuel provided at a maximum manifold pressure to prevent knock is provided by one of both the first and second fueling systems or the first fueling system without the second fueling system,wherein fueling from the first fueling system is initiated when torque of the engine exceeds a designated value, andwherein the engine is fueled with gasoline and ethanol. 16. The fuel management system of claim 15, wherein the system is configured to operate the second fueling system while the first fueling system remains unused during an initial period of time up to 30 seconds of engine operation. 17. The fuel management system of claim 15, wherein the designated value is a function of a speed of the engine. 18. The fuel management system of claim 15, wherein a fuel air ratio of the system is substantially a stoichiometric ratio during operation of the engine, andwherein the first and second fueling systems are configured to be used together when knock suppression is desired. 19. The fuel management system of claim 15, wherein the system is configured to use open loop control during load transients, andwherein both the first and second fueling systems are configured to be used at a maximum manifold pressure to prevent knock during the load transients. 20. The fuel management system of claim 15, wherein the system is configured to use open loop control during load transients, andwherein the first fueling system is configured to be used at a maximum manifold pressure to prevent knock during the load transients while the second fueling system is not being used at the maximum manifold pressure to prevent knock.
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