Fuel Management System for Variable Ethanol Octane Enhancement
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`of Gasoline Engines
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`[0001]
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`This application is a continuation of United States Patent Application No. 11/840,719
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`filed on August 17, 2007, which is a continuation of United States Patent Application No.
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`10/991,774, which is now issued as United States Patent No. 7,314,033.
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`BACKGROUND
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`[0002]
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`This inventionrelates to spark ignition gasoline engines utilizing an antiknock agent
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`which isa liquid fuel with a higher octane numberthan gasoline such as ethanol to improve
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`engine efficiency.
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`[0003]
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`It is known that the efficiency of spark ignition (SI) gasoline engines can be increased
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`by high compression ratio operation and particularly by engine downsizing. The engine
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`downsizing is made possible by the use of substantial pressure boosting from either
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`turbocharging or supercharging. Such pressure boosting makes it possible to obtain the same
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`performance in a significantly smaller engine. See, J. Stokes, et al., “A Gasoline Engine
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`Concept For Improved Fuel Economy — The Lean-Boost System,” SAE Paper 2001-01-2902.
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`The use of these techniques to increase engine efficiency, however,is limited by the onset of
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`engine knock. Knock is the undesired detonation of fuel and can severely damage an engine. If
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`knock can be prevented, then high compression ratio operation and high pressure boosting can be
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`used to increase engine efficiency by up to twenty-five percent.
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`[0004] Octane numberrepresents the resistance of a fuel to knocking butthe use of higher
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`octane gasoline only modestly alleviates the tendency to knock. For example, the difference
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`between regular and premium gasoline is typically six octane numbers. That is significantly less
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`than is neededto realize fully the efficiency benefits of high compression ratio or turbocharged
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`operation. There is thus a need for a practical means for achieving a muchhigherlevel of octane
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`enhancement so that engines can be operated much moreefficiently.
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`[9005]
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`It is knownto replace a portion of gasoline with small amounts of ethanol addedat the
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`refinery. Ethanol has a blending octane number (ON) of 110 (versus 95 for premium gasoline)
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`(see J.B. Heywood,“Internal Combustion Engine Fundamentals,” McGraw Hill, 1988, p. 477)
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`andis also attractive becausc it is a rencwable energy, biomass-derived fucl, but the small
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`amounts of ethanol that have heretofore been added to gasoline have had a relatively small
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`impact on engine performance. Ethanol is much more expensive than gasoline and the amount
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`of ethanolthat is readily available is much smaller than that of gasoline because oftherelatively
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`limited amount of biomassthat1s available for its production. An object of the present invention
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`is to minimize the amount of ethanol or other antiknock agent that is used to achieve a given
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`level of engine efficiency increase. By restricting the use of ethanol to the relatively small
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`fraction of time in an operating cycle whenit is needed to prevent knockin a higher load regime
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`and by minimizing its usc at these times, the amount of cthanolthat is required can be limited to
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`a relatively small fraction of the fuel used by the spark ignition gasoline engine.
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`SUMMARY
`
`[0006]
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`Inone aspect, the invention is a fuel management system for efficient operation of a
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`spark ignition gasoline engine including a source of an antiknock agent such as ethanol. An
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`injector directly injects the ethanol into a cylinder of the engine and a fuel management system
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`controls injection of the antiknock agent into the cylinder to control knock with minimum use of
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`the antiknock agent. A preferred antiknock agent is ethanol. Ethanol has a high heat of
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`vaporization so that there is substantial cooling of the air-fucl charge to the cylinder when it is
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`injected directly into the engine. This cooling effect reduces the octane requirementof the
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`engine by a considerable amountin addition to the improvement in knock resistance from the
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`relatively high octane numberof ethanol. Methanol, tertiary butyl alcohol, MTBE, ETBE, and
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`TAMEmayalso be used. Whereverethanolis used herein it is to be understood that other
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`antiknock agents are contemplated.
`
`[0007]
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`The fuel management system uses a fuel managementcontrol system that may use a
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`microprocessor that operates in an open loop fashion on a predetermined correlation between
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`octane number enhancementandfraction of fuel provided by the antiknock agent. To conserve
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`the ethanol, it is preferred that it be added only during portions ofa drive cycle requiring knock
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`resistance and that its use be minimized during these times. Alternatively, the gasoline engine
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`may include a knock sensor that provides a feedback signal to a fuel management
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`microprocessor system to minimize the amountof the ethanol added to prevent knock in a closed
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`loop fashion.
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`[0008]
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`In onc embodiment the injectorsstratify the cthanol to provide non-uniform deposition
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`within a cylinder. For example, the ethanol may be injected proximate to the cylinder walls and
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`swirl can create a ring of ethanol near the walls.
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`[0009]
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`In another embodimentof this aspect of the invention, the system includes a measure
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`of the amountof the antiknock agent such as cthanolin the source containing the antiknock agent
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`to control turbocharging, supercharging or spark retard when the amountof ethanolis low.
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`[0010]
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`The direct injection of ethanol provides substantially a 13°C drop in temperature for
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`every ten percent of fuel energy provided by ethanol. An instantaneous octane enhancement of
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`at least 4 octane numbers may be obtained for every 20 percent of the cngine’s energy coming
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`from the ethanol.
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`BRIEF DESCRIPTION OF THE DRAWINGS
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`[0011]
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`FIG. 1 isa block diagram of one embodiment of the invention disclosed herein.
`
`[0012]
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`FIG. 2 is a graph of the drop in temperature within a cylinderas a function of the
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`fraction of energy provided by ethanol.
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`[0013]
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`FIG. 3 is a schematic illustration of the stratification of cooler ethanol charge using
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`direct injection and swirl motion for achieving thermalstratification.
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`[0014]
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`FIG. 4 is a schematicillustration showing cthanolstratified in an inlet manifold.
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`[0015]
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`FIG. 5 isa block diagram of an embodimentof the invention in which the fuel
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`management microprocessoris used to control a turbocharger and spark retard based upon the
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`amountof ethanol in a fuel tank.
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`DETAILED DESCRIPTION
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`[0016] With reference first to FIG. 1, a spark ignition gasoline engine 10 includes a knock
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`sensor 12 and a fuel management microprocessor system 14. The fuel management
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`microprocessor system 14 controls the direct injection of an antiknock agent such as ethanol
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`from an cthanol tank 16. The fucl management microprocessor system 14 also controls the
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`delivery of gasoline from a gasoline tank 18 into engine manifold 20. A turbocharger 22is
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`provided to improve the torque and powerdensity of the engine 10. The amount of ethanol
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`injection is dictated either by a predetermined correlation between octane number enhancement
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`and fraction of fuel that is provided by ethanol in an open loop system or by a closed loop
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`control system that uses a signal from the knock sensor 12 as an input to the fucl management
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`microprocessor 14. In both situations, the fuel management processor 14 will minimize the
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`amount of ethanol added to a cylinder while still preventing knock. It is also contemplated that
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`the fuel management microprocessor system 14 could provide a combination of open and closed
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`loop control.
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`[0017] As show in FIG.1it is preferred that ethanol be directly injected into the engine 10.
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`Direct injection substantially increases the benefits of ethanol addition and decreases the required
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`amountof ethanol. Recent advances in fuel injector and electronic control technology allows
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`fucl injection directly into a spark ignition enginerather than into the manifold 20. Because
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`ethanol has a high heat of vaporization there will be substantial cooling whenit is directly
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`injected into the engine 10. This cooling effect further increases knock resistance by a
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`considerable amount. In the embodiment of FIG. 1 port fuel injection of the gasoline in which
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`the gasoline is injected into the manifold rather than directly injected into the cylinderis
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`preferred becauseit is advantageous in obtaining goodair/fuel mixing and combustion stability
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`that are difficult to obtain with direct injection.
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`[0018]
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`Ethanol has a heat of vaporization of 840kJ/kg, while the heat of vaporization of
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`gasoline is about 350kJ/kg. The attractiveness of ethanol increases when compared with
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`gasoline on an energy basis, since the lower heating value of ethanol is 26.9MJ/kg while for
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`gasoline it is about 44MJ/kg. Thus, the heat of vaporization per Joule of combustion energy is
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`0.031 for ethanol and 0.008 for gasoline. That is, for equal amounts of energy the required heat
`
`of vaporization of ethanol is about four times higher than that of gasoline. Theratio of the heat
`
`of vaporization per unit air required for stoichiometric combustion is about 94 kJ/kg of air for
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`ethanol and 24 kJ/kg of air for gasoline, or a factor of four smaller. Thus, the net effect of
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`cooling the air charge is about four times lower for gasoline than for ethanol(for stoichiometric
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`mixtures wherein the amountof air contains oxygenthat is just sufficient to combustall of the
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`fuel).
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`[0019]
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`Inthe case of ethanol direct injection according to one aspect of the invention, the
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`charge is directly cooled. The amount of cooling due to direct injection of ethanol is shown in
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`FIG. 2. It is assumedthat the air/fuel mixture is stoichiometric without exhaust gas recirculation
`
`(EGR), and that gasolinc makcs up therest of the fucl. It is further assumed that only the cthanol
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`contributes to charge cooling. Gasoline is vaporized in the inlet manifold and does not
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`contribute to cylinder charge cooling. The direct ethanol injection provides about 13°C of
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`cooling for each 10% ofthe fuel energy provided by ethanol. It is also possible to use direct
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`injection of gasoline as well as direct injection of cthanol. However, under certain conditions
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`there can be combustionstability issues.
`
`[0020]
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`The temperature decrement because of the vaporization energy of the ethanol decreases
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`with lean operation and with EGR,as the thermal capacity of the cylinder charge increases. If
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`the engine operates at twice the stoichiometric air/fucl ratio, the numbers indicated in FIG, 2
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`decrease by about a factor of 2 (the contribution of the ethanolitself and the gasolineis relatively
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`modest). Similarly, for a 20% EGRrate, the cooling effect of the ethanol decreases by about
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`25%.
`
`[0021]
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`Thc octane cnhancement cffect can be estimated from the data in FIG, 2. Direct
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`injection of gasoline results in approximately a five octane numberdecrease in the octane
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`numberrequired by the engine, as discussed by Stokes, ef a/. Thus the contribution is about five
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`octane numbers per 30K drop in charge temperature. As ethanol can decrease the charge
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`temperature by about 120K, then the decrease in octane numberrequired by the engine dueto the
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`drop in temperature, for 100% ethanol, is twenty octane numbers. Thus, when 100% ofthe fuel
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`is provided by ethanol, the octane number enhancementis approximately thirty-five octane
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`numbers with a twenty octane number enhancement coming from direct injection cooling and a
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`fifteen octane number enhancement coming from the octane numberof ethanol. From the above
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`considerations, it can be projected that even if the octane enhancement from direct cooling is
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`significantly lower, a total octane number enhancementofat least 4 octane numbers should be
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`achievable for every 20% of the total fuel energy that is provided by ethanol.
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`[0022] Alternatively the ethanol and gasoline can be mixed together and then port injected
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`through a single injector per cylinder, thereby decreasing the numberof injectors that would be
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`used. However, the air charge cooling benefit from ethanol would belost.
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`[0023] Alternatively the ethanol and gasoline can be mixed together and then port fuel injected
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`using a single injector per cylinder, thereby decreasing the numberof injectors that would be
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`used. However, the substantial air charge cooling benefit from ethanol would be lost. The
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`volumeof fucl between the mixing point and the port fucl injector should be minimized in order
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`to meet the demanding dynamic octane-enhancement requirements of the engine.
`
`[0024]
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`Relatively precise determinations of the actual amount of octane enhancement from
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`given amounts of direct ethanol injection can be obtained from laboratory and vehicle tests in
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`addition to detailed calculations. These correlations can be used by the fucl management
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`microprocessor system 14.
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`[0025] An additional benefit of using ethanol for octane enhancementis the ability to use it in
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`a mixture with water. Such a mixture can eliminate the need for the costly and energy
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`consuming water removal step in producing pure cthanol that must be employed when cthanolis
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`added to gasoline at a refinery. Moreover, the water provides an additional cooling (due to
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`vaporization) that further increases engine knock resistance. In contrast the present use of
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`ethanol as an additive to gasoline at the refinery requires that the water be removed from the
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`ethanol.
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`[0026]
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`Since unlike gasoline, ethanol is not a good lubricant and the ethanol fuel injector can
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`stick and not open,it is desirable to add a lubricant to the ethanol. The lubricant will also
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`denature the ethanol and makeit unattractive for human consumption.
`
`[0027]
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`Further decreases in the required ethanol for a given amount of octane enhancement
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`can be achieved with stratification (non-uniform deposition) of the ethanol addition. Direct
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`injection can be used to place the ethanol near the walls of the cylinder where the need for knock
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`reduction is greatest. The direct injection may be used in combination with swirl. This
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`stratification of the ethanol in the engine further reduces the amountof ethanol needed to obtain
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`a given amount of octane enhancement. Because only the ethanol is directly injected and
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`because it is stratified both by the injection process and by thermal centrifugation, the ignition
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`stability issues associated with gasoline direct injection (GDI) can be avoided.
`
`[0028]
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`It is preferred that ethanol be added to those regions that make up the end-gas and are
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`prone to auto-ignition. These regions are near the walls of the cylinder. Since the end-gas
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`contains on the order of 25% of the fuel, substantial decrements in the required amounts of
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`ethanol can be achieved bystratifying the ethanol.
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`[0029]
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`In the case of the engine 10 having substantial organized motion (such as swirl), the
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`cooling will result in forces that thermally stratify the discharge (centrifugal scparation of the
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`regionsat different density due to different temperatures). The effect of ethanol addition is to
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`increase gas density since the temperature is decreased. With swirl the ethanol mixture will
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`automatically move to the zone where the end-gasis, and thus increase the anti-knock
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`effectiveness of the injected cthanol. The swirl motion is not affected much by the compression
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`stroke and thus survivesbetter than tumble-like motion that drives turbulence towards top-dead-
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`center (TDC)and then dissipates. It should be pointed out that relatively modest swirls result in
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`large separating (centrifugal) forces. A 3m/s swirl motion in a 5cm radius cylinder generates
`accclcrations of about 200m/s’, or about 20g’s.
`
`[0030]
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`FIG. 3 illustrates ethanol direct injection and swirl motion for achieving thermal
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`stratification. Ethanol is predominantly on an outside region which is the end-gas region.
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`FIG.4 illustrates a possible stratification of the ethanol in an inlet manifold with swirl motion
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`and thermal centrifugation maintainingstratification in the cylinder. In this case of port injection
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`of ethanol, however, the advantage of substantial charge cooling may belost.
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`[0031] With reference again to FIG.2, the effect of ethanol additionall the way up to 100%
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`ethanol injection is shown. At the point that the engine is 100% direct ethanol injected, there
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`maybeissues of engine stability when operating with only stratified ethanol injection that need
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`to be addressed.
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`In the case ofstratified operation it may also be advantageousto stratify the
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`injection of gasoline in orderto provide a relatively uniform equivalence ratio across the cylinder
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`(and therefore lower concentrations of gasoline in the regions where the ethanol is injected).
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`This situation can be achieved, as indicated in FIG. 4, by placing fuel in the region ofthe inlet
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`manifold that is void of ethanol.
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`[0032]
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`The ethanol used in the invention can either be contained in a separate tank from the
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`gasoline or may be separated from a gasoline/ethanol mixture stored in one tank.
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`[09033]
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`The instantaneous ethanol injection requirement and total ethanol consumption over a
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`drive cycle can be estimated from information about the drive cycle and the increase in torque
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`(and thus increase in compression ratio, engine powerdensity, and capability for downsizing)
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`that is desired. A plot of the amountof operating time spent at various values of torque and
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`engine speed in FTP and US06 drive cycles can be used. It is necessary to enhance the octane
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`numberat each point in the drive cycle where the torque is greater than permitted for knockfree
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`operation with gasoline alonc. The amount of octane enhancementthat is required is determined
`
`by the torque level.
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`[0034] A roughillustrative calculation shows that only a small amount of ethanol might be
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`needed over the drive cycle. Assumethat it is desired to increase the maximum torque level by a
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`factor of two relative to what is possible without direct injection cthanol octane enhancement.
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`Information about the operating time for the combined FTP and US06 cycles showsthat
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`approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque
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`and less than | percent of the time is spent above 0.9 maximum torque. Conservatively
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`assuming that 100 % cthanol addition is needed at maximum torque andthat the energy fraction
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`of ethanol addition that is required to prevent knock decreases linearly to zero at 50 percent of
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`maximum torque, the energy fraction provided by ethanolis about 30 percent. During a drive
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`cycle about 20 percent of the total fuel energy is consumed at greater than 50 percent of
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`maximum torque since during the 10 percent of the time that the engine is operated in this
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`regime, the amount of fuel consumed is about twice that which is consumed below 50 percent of
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`maximum torque. The amount of ethanol energy consumed during the drive cycle is thus roughly
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`around6 percent (30 percent x 0.2) of the total fuel energy.
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`[0035]
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`In this case then, although 100% ethanol addition was neededat the highest value of
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`torque, only 6% addition was needed averaged over the drive cycle. The ethanol is much more
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`effectively used by varying the level of addition according to the needs of the drive cycle.
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`[0036]
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`Because of the lower heat of combustion of ethanol, the required amount of ethanol
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`would be about 9% of the weight of the gasoline fuel or about 9% of the volume(since the
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`densities of ethanol and gasoline are comparable). A separate tank with a capacity of about 1.8
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`gallons would then be required in automobiles with twenty gallon gasoline tanks. The stored
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`ethanol content would be about 9% ofthat of gasoline by weight, a number not too different
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`from present-day reformulated gasoline. Stratification of the ethanol addition could reduce this
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`amount by more than a factor of two. An on-line ethanol distillation system might alternatively
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`be employed but would entail elimination or reduction of the increase torque and power available
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`from turbocharging.
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`[0037]
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`Because ofthe relatively small amount of ethanol and present lack of an ethanol
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`fucling infrastructure,it is important that the cthanol vchicle be opcrableif there is no cthanol on
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`the vehicle. The engine system can be designed such that although the torque and powerbenefits
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`would be lower when ethanolis not available, the vehicle could still be operable by reducing or
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`eliminating turbocharging capability and/or by increasing spark retard so as to avoid knock. As
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`shown in FIG,5, the fucl management microprocessor system 14 uses cthanol fucl level in the
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`ethanol tank 16 as an input to control the turbocharger 22 (or superchargeror spark retard, not
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`shown). As an example, with on-demand ethanol octane enhancement, a 4-cylinder engine can
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`produce in the range of 280 horsepower with appropriate turbocharging or supercharging but
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`could also be drivable with an engine powerof 140 horsepower without the use of cthanol
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`according to the invention.
`
`[0038]
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`The impact of a small amountof ethanol upon fuel efficiency through use in a higher
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`efficiency engine can greatly increase the energy value of the ethanol. For example, gasoline
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`consumption could be reduced by 20% duc to higher cfficicncy engine opcration from usc of a
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`high compression ratio, strongly turbocharged operation and substantial engine downsizing. The
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`energy value of the ethanol, including its value in direct replacement of gasoline (5% ofthe
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`energy ofthe gasoline), is thus roughly equal to 25% of the gasoline that would have been used
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`in a less efficient engine without any ethanol. The 5% gasoline equivalent energy value of
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`ethanol has thus been leveraged up to a 25% gasoline equivalent value. Thus, ethanol can cost
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`roughly up to five times that of gasoline on an energy basis andstill be economically attractive.
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`The use of ethanol as disclosed herein can be a much greater value use than in other ethanol
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`applications.
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`[0039] Although the above discussion has featured ethanol as an exemplary anti-knock agent,
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`the same approach can be applied to other high octane fuel and fuel additives with high
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`vaporization energies such as methanol (with higher vaporization energy per unit fuel), and other
`
`anti-knock agents such astertiary butyl alcohol, or ethers such as methyltertiary butyl ether
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`(MTBE), ethyl tertiary butyl ether (ETBE), or tertiary amy! methyl ether (TAME).
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`[0040]
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`It is recognized that modifications and variations of the invention disclosed herein will
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`be apparent to those of ordinary skill in the art and it is intended that all such modifications and
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`variations be included within the scope of the appended claims.
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`Whatis claimed is:
`
`CLAIMS
`
`
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`1. Aspark ignition engine system for which fuel is introduced into the engine fromafirst
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`source and a liquid is separately introduced into the engine from a second source by direct
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`injection comprising:
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`a spark ignition engine;
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`a first means for introducing the fuel from the first source into the engine;
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`a second meansfor direct injection of the liquid from the second source into the engine,
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`wherein during part of the engine operating time, the engine receives both the fuel from thefirst
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`source and the liquid that is directly injected from the second source; and
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`a fuel management system which varies the relative amountofthe liquid from the second
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`source that is introduced into the engine so as to prevent knock, wherein the fuel management
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`system employs information from a knock detector and uses closed loop control to control the
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`amountof directly injected liquid from the second source; and
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`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
`
`2.
`
`3.
`
`4.
`
`5.
`
`6.
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`The engine system of claim 1, wherein the engine is turbocharged or supercharged.
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`The engine system of claim 1 or 2, wherein the liquid from the second source is alcohol.
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`The engine system of claim 3, wherein the alcohol is methanol.
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`The engine system of claim 3, wherein the alcoholis ethanol.
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`The engine system of claim 1 or 2, wherein the liquid from the second source is an
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`alcohol—water mixture.
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`7,
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`The engine system of claim 1 or 2, wherein the liquid from the second source includes
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`water.
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`8.
`
`The engine system of claim I or 2, wherein the fuel from the first source is gasoline and the
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`liquid from the second source includes water.
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`9,
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`The engine system of claim 1 or 2, wherein the liquid from the second sourceis injected so
`
`as to result in a non-uniform distribution in the engine cylinder.
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`10. The engine system of claim 9, wherein the liquid from the second source is injected so as to
`
`be more concentrated near the periphery of the engine cylinder, and
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`wherein the liquid from the second source includes alcohol, and
`
`wherein the alcohol energyfraction is sufficiently high to prevent knock but the alcohol
`
`energy fraction is reduced as comparedto the situation using a uniform distribution.
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`11. The engine system of claim 1 or 2, wherein the fuel management system employs a
`
`microprocessor for control of the relative amount ofliquid from the second source that is directly
`
`injected into the engine using information from a knock sensor, and
`
`wherein the relative amount of the liquid from the second source increases with increasing
`
`torque, and
`
`wherein the fuel management system minimizes the amountofdirectly injected liquid from
`
`the second source that is used overa drive cycle.
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`12. The engine system of claim I1 further including open loop control with a look uptable.
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`13. The engine system of claims 1 or 2, wherein spark retard is used and is varied according to
`
`the consumption ofthe liquid from the secondtank.
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`14. A spark ignition engine system into which fuelis introduced into the engine fromafirst
`
`source usingafirst fuel injector and a liquid from a second sourceis introduced into the engine
`
`using a second fuel injector comprising:
`
`a spark ignition engine;
`
`a first fuel injector for introducing fuel into the engine from the first source;
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`a second fuel injector for introducing the liquid from the second source into the engine
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`wherein during part of the engine operating time, the engine receives both the fuel from the first
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`source and the liquid from the second source; and
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`a fuel management system which varies the relative amountof the liquid from the second
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`sourcethat is introduced into the engine so as to prevent knock, wherein the fuel management
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`system uses closed loop control to control the amount of liquid from the second source and
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`employs information from a knock detector, and
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`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
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`15. The engine system of claim 14, wherein the fuel from the first source is port fuel injected.
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`16. The engine system of claim 14 or 15, wherein the liquid from the second sourceis alcohol.
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`17. The engine system of claim 16, wherein the alcohol is methanol.
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`18. The engine system of claim 16, wherein the alcoholis ethanol.
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`19. The engine system of claims 14 or 15, wherein the liquid from the second sourceis an
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`alcohol-water mixture.
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`20. The engine system of claims 14 or 15, wherein the liquid from the second source includes
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`water.
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`21. The engine system of claims 14 or 15, wherein the fuel from the first source is gasoline and
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`the liquid from the second source includes water.
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`22. The engine system of claims 14 or 15, wherein the fuel management system employs a
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`microprocessor for control of the relative amountof liquid from the second sourcethat is directly
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`injected into the engine using information from a knock sensor, and wherein
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`the relative amountofliquid from the second source increases with increasing torque, and
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`wherein the fuel management system minimizes the amountofdirectly injected liquid from
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`the second source that is used overa drive cycle.
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`23. The engine system of claim 22 further including open loop control with a look up table.
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`24. The engine system of claims 14 or 15, wherein spark retard is used and is varied according
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`to the consumption ofthe liquid from the sccond tank.
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`25. The engine system of claims 14 or 15, wherein the engineis turbocharged.
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`26. The engine system of claims 14 or 15, wherein the engine is supercharged.
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`27. A turbocharged or supercharged spark ignition engine system which uses both port fuel
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`injection of gasoline fromafirst source and direct fuel injection of alcohol from a second source
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`comprising:
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`a spark ignition engine;
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`a turbocharger or supercharger;
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`meansfor port fuel injection of gasoline from the first source;
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`meansfor direct fuel injection of alcohol from the second source, wherein during part of
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`the engine operating time, the engine is fueled both by gasoline that is port fuel injected and
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`alcoholthat is directly injected; and
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`a fuel management system which increases the relative amount of alcoholin the engine
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`with increasing torque so as to prevent knock, wherein the fucl management system employs
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`information from a knock detector and uses closed loop control to control the amountofdirectly
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`injected alcohol, and
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`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
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`28. The cngine system of claim 27, wherein the alcohol is methanol.
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`29, The engine system of claim 27, wherein the alcoholis ethanol.
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`30. The engine system of claim 27, wherein the alcohol is mixed with water.
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`31. The engine system of claim 27, wherein the fuel management system employs a
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`microprocessorfor control of the relative amount of alcohol from the second source that is
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`directly injected into the engine using information from a knock sensor.
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`32.
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`The engine system of claim 31, wherein the fuel management system minimizes the
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`amountof directly injected alcohol from the second source that is used over a drive cycle.
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`ABSTRACT
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`Fuel management system for efficient operation of a spark ignition gasoline engine.
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`Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel
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`management microprocessor system controls injection of the anti-knock agent so as to control
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`knock and minimize that amountofthe anti-knock agentthat is used in a drive cycle. It is
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`preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by
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`injection in a non-uniform manner within a cylinder. The ethanolinjection suppresses knock so
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`that higher compression ratio and/or engine downsizing from increased turbocharging or
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`supercharging can be used to increase the efficiency of the engine.
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`Fuel Management System for Variable Ethanol Octane Enhancementof Gasoline Engines
`First Named Inventor: Daniel Cohn
`Attorney Docket No.: 0492611-0883
`
`ethanol tank
`16
`~
`
`fuel management
`microprocessor
`14
`
`1/3
`
`knock
`sensor
`12
`
`asoline tank
`
`
`
`g
`18
`manifold
`
`engine
`10
`
`
`
`20
`
`
`turbocharger
`22
`
`
`
`FIG.1
`
`140
`
`SE 120
`
`100
`80
`
`60
`40
`
`20
`
`0
`
`0.0
`
`