Fuel management system for variable ethanol octane enhancement of gasoline engines

Patent metadata

Field	Value
Publication number	US-9810166-B2
Application number	US-201715463425-A
Country	US
Kind code	B2
Filing date	Mar 20, 2017
Priority date	Nov 18, 2004
Publication date	Nov 7, 2017
Grant date	Nov 7, 2017

Abstract

Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

First claim

The invention claimed is:

1. A fuel management system for a spark ignition engine which utilizes port fuel injection and also utilizes direct fuel injection;
and where there is a first torque range where direct injection and port injection are both used at the same value of torque throughout the first torque range
and where in at least part of the first torque range as torque is increased the amount of fuel that is directly injected is changed so as to obtain knock-free operation and the amount of directly injected fuel used to provide knock-free operation is minimized.

2. The fuel management system of claim 1 where as torque is increased the fraction of fuel that is directly injected is increased to the value that prevents knock.

3. The fuel management system of claim 1 where active control using a knock detector is used to change the amount of fuel that is directly injected as torque is increased.

4. The fuel management system of claim 1 or 2 where open loop control using a lookup table is also used to change the amount of fuel that is directly injected as torque is increased.

5. The fuel management system of claim 4 where a predetermined correlation between knock resistance and fraction of fuel provided by direct injection is employed.

6. The fuel management system of claim 1 where if torque is increased beyond the highest value of torque in the first range of torque, direct injection alone would be required for knock-free operation.

7. The fuel management system of claim 1 where only port fuel injection is used in a second range of torque.

8. The fuel management system of claim 7 where as the torque increases beyond the highest value of torque in the second range of torque, the engine operates in the first range of torque.

9. The fuel management system of claim 7 where as the torque increased beyond the highest value in the second range of torque, the engine operates in the first range of torque;
and where if the torque were to be increased beyond the highest value in the first range of torque, direct injection alone would be required for knock-free operation.

10. The fuel management system of claim 7 where the highest torque in the second torque range is the highest torque at which knock-free operation can be obtained with port fuel injection alone.

11. The fuel management system of claim 7 where when spark retard is employed to enable operation with port fuel injection alone where it would not otherwise be used and where the spark retard is controlled by sensed information.

12. The fuel management system of claim 7 where spark retard is employed so that port fuel injection alone can be used where it would not otherwise be used.

13. The fuel management system of claim 1 where spark retard is used to reduce the fraction of fuel that is provided by direct injection.

14. The fuel management system of claim 1 where the amount of directly injected fuel is minimized throughout the first torque range.

15. The fuel management system of claim 1 where the amount of directly injected fuel is minimized from zero torque to the highest torque in the first torque range.

16. The fuel management system of claim 1 where there is third torque range where the highest torque is the highest torque in the first torque range of the operation and where within the third torque range as torque is increased the fraction of fuel provided by direct injection is changed to the value needed to prevent knock.

17. The fuel management system of claim 9 or 16 where the engine is turbocharged.

18. The fuel management system of claim 16 where the amount of direct injection is minimized.

19. A fuel management system for a turbocharged spark ignition engine which utilizes port fuel injection and also utilizes direct fuel injection;
and where there is a first range of torque throughout which direct injection and port injection are used at the same value of torque;
and wherein as torque is increased the fraction of fuel that is directly injected is increased to a value that prevents knock;
and where there is a second range of torque where only port fuel injection is used;
and where when torque exceeds the highest torque in the second range of torque the engine operates in the first range of torque.

20. The fuel management system of claim 19 where the second torque range starts at zero torque.

21. The fuel management system of claim 19 or 20 where the highest value of torque in the second region of torque is the highest value of torque at which direct injection is not needed to prevent knock.

22. A spark ignition engine where port fuel injection and direct injection are used and the fraction of fuel provided by direct injection is increased so as to prevent knock that would otherwise occur; and where spark retard is employed to enable reduction of the amount of direct injection that would otherwise be employed.

23. The spark ignition engine of claim 22 where the engine is operated with port fuel injection alone at values of torque where port fuel injection alone would not otherwise be employed.

24. The spark ignition engine of claim 22 or 23 where the spark retard is controlled by detection of knock and by information from another sensed parameter.

25. The spark ignition engine of claim 22 or 23 where without the application of the spark retard the engine is operated with direct injection alone.

26. The spark ignition engine of claim 22 or 23 where without the application of the spark retard the engine is operated with both port fuel injection and direct injection at the same value of torque.

27. The spark ignition engine of claim 22 where without the employment of the spark retard the fraction of fuel provided by direct injection increases with increasing torque.

28. The spark ignition engine of claim 22 where there is a first torque range throughout which port fuel injection and direct injection are used at the same torque and wherein the fraction of fuel provided by direct injection increases with increasing torque in such a way as to enable knock-free operation and where there is a second torque range where only port fuel injection is used and where when the torque exceeds the highest torque in this range, the engine operates in the first torque range.

29. The spark ignition engine of claim 28 where the engine operates in the second torque range between zero torque and the highest torque in the second torque range.

30. The spark ignition engine of claim 22 where spark retard is used to reduce the amount of direct injection to zero from what it would otherwise have been.

Assignees

• Massachusetts Inst Technology

Inventors

• Cohn Daniel R
• Heywood John B
• Bromberg Leslie

Classifications

• F02B47/04

  the substances being other than water or steam only · CPC title

• F02M25/14

  adding anti-knock agents, not provided for in subgroups F02M25/022 - F02M25/10 · CPC title

• F02B51/00

  Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines · CPC title

• F02B7/00

  Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel (characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition F02B11/00) · CPC title

• F02D41/0025 Primary

  Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures · CPC title