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`Daniel
`R.
`Cohn
`
`() Active US Military Service
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`City|Cambridge State/Province|MA Country of Residencei|US
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`Application Data Sheet 37 CFR 1.76
`—
`
`OPTIMIZED FUEL MANAGEMENTSYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF
`Title of Invention
`GASOLINE ENGINES
`
`The application data sheetis part of the provisional or nonprevisional application for whichit is being submitted. The following form contains the
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`OPTIMIZED FUEL MANAGEMENTSYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF
`
`
`GASOLINE ENGINES
`Title of Invention
`
` Citizenship under 37 CFR 1.41(b)i | US
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`OPTIMIZED FUEL MANAGEMENTSYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT
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`
`Title of the Invention
`OF GASOLINE ENGINES
`
`
`
`
`049261 1-0828
`
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`OPTIMIZED FUEL MANAGEMENTSYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF
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`PTO/SB/14 (07-07)
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`
`Application Data Sheet 37 CFR 1.76
`
`Application Number
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`
`GASOLINE ENGINES
`Title of Invention
`
`
`OPTIMIZED FUEL MANAGEMENTSYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF
`
`
`
`
`
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`|/SamPasternack/
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`

`18
`
`400%-
`
`50%
`
`1.5
`
`2
`2.5
`Inlet manifold pressure (bar)
`Fig. 1
`
` 3
`
`
`
`
`
`
`
`Ethanolfuelfractionenergy
`
`
`
`3.9
`
`
`
`
`
` ———
`7
`280
`230
`
`330
`Crank angle
`Fig. 2a
`
`380
`
`430
`
`480
`
`FORD Ex. 1126, page 6
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`0.82 ethanol
`{energy fraction)
`
`Autoignition
`
`=2
`
`800 +
`
`2300
`
`1800
`
`
`
`pressure(bar)
`
`
`
`
`(
`0.83 ethanol ~e
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`2/3
`
`
`
`Temperature(K)
`
`
`
`0.82 ethanol
`{energyfraction}
`
`
`
`Autoignition
`
`
`~~
`
`~ 0.83 ethanol
`
`380
`330
`430
`480
`Crank angle
`Fig. 2b
`
`230
`
`280
`
`
` Air
`
`
`3-way
`catalyst
`
`
`Exhaust
`10
`
`
`gasoline
`injector
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`3/3
`
`gasoline
`tank
`
`gasoline
`
`pump
`
`Ethanol
`separator
`
`To engine
`
`Ethanol Ethanol|Toengine
`
`tank
`pump
`
`Fig. 4a
`
`gasoline
`
`|
`
`Ethanol!
`separator
`
`gasoline
`pump
`
`tank
`To engine
`
`
` To engine
`
`
`|
`
`Ethanol
`tank
`
`Ethanol
`pump
`
`Fig. 4b
`
`Moveable/deformable wall
`
`
`
`Ethanolfill
`
`Fuel tank
`
`Gasoline fill
`
`
`
`
`
`
`Fig. 5
`
`Gasoline fuelline
`
`Ethanolfuelline
`
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`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION
`
`ETHANOL ENHANCEMENT OF GASOLINE ENGINES
`
`This application is a continuation of U.S. Patent Application Serial number 11/758,157 filed June
`
`5, 2007, which is a continuation of U.S. Patent Application serial number 11/100, 026 filed April
`
`6, 2005, now U.S. Patent number 7,225,787 the contents of both of which are incorporated
`
`herein by reference.
`
`Background of the Invention
`
`This invention relates to an optimized fuel management system for use with spark
`
`ignition gasoline engines in which an anti-knock agent which is a fuel is directly injected into a
`
`cylinder of the engine.
`
`There are a number of important additional approaches for optimizing direct injection
`
`ethanol enhanced knock suppression so as to maximize the increase in engine efficiency and to
`
`minimize emissionsof air pollutants beyond the technology disclosed in parent application serial
`
`number 10/991,774 set out above. There are also additional approachesto protect the engine and
`
`exhaust system during high load operation by ethanol rich operation; and to minimize cost,
`
`ethanol fuel use and ethanol fuel storage requirements. This disclosure describes these
`
`approaches.
`
`These approachesare based in part on more refined calculations of the effects of variable
`
`ethanol octane enhancementusing a new computer model that we have developed. The model
`
`determinesthe effect of direct injection of ethanol on the occurrence of knock for different times
`
`of injection and mixtures with port fuel injected gasoline. It determines the beneficial effect of
`
`evaporative cooling ofthe direct ethanol injection upon knock suppression.
`
`Summaryof the Invention
`
`In one aspect, the invention is a fuel management system for operation of a spark ignition
`
`gasoline engine including a gasoline engine and a source of an anti-knock agent which is a fuel.
`
`The use ofthe anti-knock agent provides gasoline savings both by facilitating increased engine
`
`efficiency over a drive cycle and by substitution for gasoline as a fucl. An injector is provided
`
`for direct injection of the anti-knock agent into a cylinder of the engine and a fuel management
`
`control system controls injection of the anti-knock agent into the cylinder to control knock. The
`
`injection of the antiknock agent can be initiated by a signal from a knocksensor. It can also be
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`initiated when the engine torque is above a selected value or fraction of the maximum torque
`
`where the value or fraction of the maximum torque is a function of the engine speed. In a
`
`preferred embodiment, the injector injects the anti-knock agentafter inlet valve/valves are
`
`closed. It is preferred that the anti-knock agent have a heat of vaporization that is at least twice
`
`that of gasoline or a heat of vaporization per unit of combustion cnergy thatis at least three times
`
`that of gasoline. A preferred anti-knock agentis ethanol. In a preferred embodiment of this
`
`aspect of the invention,part of the fuelis port injected and the port injected fuel is gasoline. The
`
`directly injected ethanol can be mixed with gasoline or with methanol.
`
`It is also preferred that
`
`the engine be capable of operating at a manifold pressure at Icast twice that pressure at which
`
`knock would occur if the engine were to be operated with naturally aspirated gasoline. A
`
`suitable maximum ethanolfraction during a drive cycle when knock suppression is desired is
`
`between 30% and 100% by energy. It is also preferred that the compressionratio be at least 10.
`
`With the higher manifold pressure, the engine can be downsized by a factor of two and the
`
`efficiency under driving conditions increased by 30%.
`
`It is preferred that the engine is operated at a substantially stoichiometric air/fuelratio
`
`during part or all of the time that the anti-knock agent such as ethanol is injected. In this case, a
`
`three-way catalyst can be used to reduce the cxhaust emissions from the engine. The fucl
`
`management system may operate in open or closed loop modes.
`
`In some embodiments, non-uniform ethanol injection is employed. Ethanol injection
`
`may be delayed relative to bottom dead center when non-uniform ethanoldistribution is desired.
`
`Many other embodiments of the invention are set forth in detail in the remainderofthis
`
`application.
`
`Brief Description of the Drawings
`
`Fig. | is a graph of ethanol fraction (by energy) required to avoid knock as a function of
`
`inlet manifold pressure. The ethanolfraction is shown for various values of B, the ratio of the
`
`change in temperature in the air cylinder charge due to turbocharging (and aftercooling if used)
`
`to the adiabatic temperature increase of the air due to the turbocharger.
`
`Fig. 2a is a graph of cylinder pressure as a function of crank angle for a three bar
`
`manifold pressure.
`
`Fig. 2b is a graph of charge temperature as a function of crank angle for a three bar
`
`manifold pressure.
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`Fig. 3 is a schematic diagram of an embodimentof the fuel management system disclosed
`
`herein for maintaining stoichiometric conditions with metering/control of ethanol, gasoline, and
`
`air flows into an engine.
`
`Figs. 4a and 4b are schematicillustrations relating to the separation of ethanol from
`
`cthanol/gasoline blends.
`
`Fig. 5 is a cross-sectional view ofa flexible fuel tank for a vehicle using ethanol boosting
`
`of a gasoline engine.
`
`Description of the Preferred Embodiment
`
`Ethanolhas a heat of vaporization that is more than twice that of gasoline, a heat of
`
`combustion per kg which is about 60% of that of gasoline, and a heat of vaporization per unit of
`
`combustion energy that is close to four times that of gasoline. Thus the evaporative cooling of
`
`the cylinder air/fuel charge can be very large with appropriate direct injection of this antiknock
`
`agent. The computer model referenced below showsthat evaporative cooling can have a very
`
`beneficial effect on knock suppression.It indicates that the beneficial effect can be maximized
`
`by injection of the ethanol after the inlet valve that admits the air and gasoline into the cylinderis
`
`closed. This late injection of the ethanol enables significantly higher pressure operation without
`
`knock and thus higher efficiency engine operation than would be the case with carly injection.It
`
`is thus preferred to the conventional approach ofearly injection which is used becauseit
`
`provides good mixing. The model also provides information that can be used for open loop (Z.e.,
`
`a control system that uses predetermined information rather than feedback) fuel management
`
`control algorithms.
`
`The increase in gasoline engine efficiency that can be obtained from direct injection of
`
`ethanol is maximized by having the capability for highest possible knock suppression
`
`enhancement. This capability allows the highest possible amount of torque when needed and
`
`thereby facilitates the largest engine downsizing for a given compressionratio.
`
`Maximum knock suppression is obtained with 100% or close to 100% use of direct
`
`injection of ethanol. A small amount of port injection of gasoline may be useful in order to
`
`obtain combustion stability by providing a more homogeneous mixture. Port fuel injection of
`
`gasoline also removes the need for a seconddirect fuel system or a more complicated system
`
`which usesoneset of injectors for both fuels. This can be useful in minimizing costs.
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`The maximum fraction of ethanol used during a drive cycle will depend upon the engine
`
`system design and the desired level of maximum torqueat different engine speeds. A
`
`representative range for the maximum ethanolfraction by energy is between 20% and 100%.
`
`In order to obtain the highest possible octane enhancement while still maintaining
`
`combustionstability, it may be uscful for 100% of the fucl to come from cthanol with a fraction
`
`being port injected, as an alternative to a small fraction of the port-fueled gasoline.
`
`Theinitial determination of the knock suppression by direct injection of ethanol into a
`
`gasoline engine has been refined by the development of a computer model for the onset of knock
`
`under various conditions. The computer modcling provides more accurate information for usc in
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`fuel management control. It also showsthe potential for larger octane enhancements than our
`
`earlier projections. Larger octane enhancements canincreasethe efficiency gain through greater
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`downsizing and higher compression ratio operation. They can also reduce the amountof ethanol
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`usc for a given efficiency increase.
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`The computer model combines physical models of the ethanol vaporization effects and
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`the effects of piston motion of the ethanol/gasoline/air mixtures with a state of the art
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`calculational code for combustion kinetics. The calculational code for combustion kinetics was
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`the engine module in the CHEMKIN 4.0 code [R. J. Kee, F. M. Rupley, J. A. Miller, M. E.
`
`Coltrin, J. F. Grear, E. Meeks, H. K. Moffat, A. E. Lutz, G. Dixon-Lewis, M. D. Smooke,J.
`
`Warnatz, G. H. Evans, R. S. Larson, R. E. Mitchell, L. R. Petzold, W. C.Reynolds, M.
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`Caracotsios, W. E. Stewart, P. Glarborg, C. Wang, O. Adigun, W. G. Houf, C. P. Chou,S. F.
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`Miller, P. Ho, and D. J. Young, CHEMKIN Release 4.0, Reaction Design, Inc., San Diego, CA
`
`(2004)]. The CHEMKINcodeis a software tool for solving complex chemical kinetics
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`problems. This new modeluses chemical rates information based upon the Primary Reference
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`gasoline Fuel (PRF) mechanism from Curran ef a/. [Curran, H. J., Gaffuri, P., Pitz, W. J., and
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`Westbrook, C. K. "A Comprehensive Modeling Study of iso-Octane Oxidation," Combustion
`
`and Flame 129:253-280 (2002) to represent onset of autoignition.
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`The compression on the fuel/air mixture end-gas was modeled using theartifact of an
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`engine compressionratio of 21 to represent the conditions of the end gas in an engine with an
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`actual compression ratio of 10. The end gasis defined as the un-combustedair/fuel mixture
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`remaining after 75% (by mass) of the fuel has combusted. It is the end gas that is most prone to
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`autoignition (knock). The larger compression ratio includes the effect of the increase in pressure
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`in the cylinder due to the energy released in the combustion of 75% ofthe fuel that is not in the
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`end gas region. The effect of direct ethanol vaporization on temperature was modeled by
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`consideration of the effects of the latent heat of vaporization on temperature depending upon the
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`time of the injection.
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`The cffect of temperature increase duc to turbocharging wasalso included. The increase
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`in temperature with turbocharging was calculated using an adiabatic compression modelofair.It
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`is assumed that thermaltransfer in the pipingorin an intercooler results in a smaller temperature
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`increase. The effect is modeled by assuming that the increase in temperature ofthe air charge
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`into the cylinder ATcharge 18 ATcharge = B ATubo Were ATturbo is the temperature increase after the
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`compressor due to boosting and beta is a constant. Values of B of 0.3, 0.4 and 0.6 have been used
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`in the modeling. It is assumed that the temperature of the charge would be 380 K for a naturally
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`aspirated engine with port fuel injection gasoline.
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`Fig. 1 showsthe predictions of the above-referenced computer model for the minimum
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`ethanol fraction required to prevent knock as a function of the pressure in the inlet manifold, for
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`various values of B. In Fig. | it is assumedthat the direct injection of the ethanolis late (i.e. after
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`the inlet valve that admits air and gasoline to the cylinder is closed) and a 87 octane PRF
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`(Primary Reference Fuel) to represent regular gasoline. The corresponding calculations for the
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`manifold temperature are shown in Table 1 for the case of a pressure in the inlet manifold of up
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`to 3 bar for an engine with a conventional compression ratio of 10. The temperature of the charge
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`varies with the amount of ethanol directly injected and is self-consistently calculated in Table |
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`and Fig. 1. The engine speed used in these calculations is 1000 rpm.
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`Table 1
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`Computer model calculations of temperature and ethanolfraction required for knock
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`prevention for an inlet manifold pressure of 3 bar for an engine with a compressionratio of 10,
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`for various values of 6 (ratio of change of the cylinder air charge temperature due to
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`turbocharging to the adiabatic temperature increase duc to turbocharging ATcharge = B ATtubo).
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`The engine speed is 1000 rpm.
`
`B
`
`T_charge init
`Delta T turbo
`Delta T after intercooler
`
`Delta T due to DI ethanol and gasoline
`T_init equivalent charge
`Gasoline octane
`Ethanol fraction (by energy) needed
`to prevent knock
`
`K
`K
`K
`
`K
`K
`
`0.3
`
`0.4
`
`0.6
`
`380
`180
`54
`
`-103
`331
`87
`
`380
`180
`72
`
`-111
`341
`87
`
`380
`180
`108
`
`-132
`356
`87
`
`74%
`
`82%
`
`97%
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`Direct fuel injection is normally performed early, before the inlet valve is closed in order
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`to obtain good mixing of the fuel and air. However, our computer calculations indicate a
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`substantial benefit from injection after the inlet valve is closed.
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`The amount of air is constant in the case ofinjection after the inlet valve has closed.
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`Therefore the temperature changeis calculated using the heat capacity of air at constant volume
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`(cy). The case of early injection where the valve that admits air and fuel to the cylinderis still
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`open is modeled with a constant-pressure heat capacity (cp). The constant volumecase results in
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`a larger evaporation induced decrease in charge temperature than in the case for constant
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`pressure, by approximately 30%. The better evaporative cooling can allow operation at higher
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`manifold pressure (corresponding to a greater octane enhancement) without knock that would be
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`the case of early injection by a difference of more than | bar. The increase in the evaporative
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`cooling effect at constant volumerelative to that at constant pressure is substantially higher for
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`the case of direct injection of fuels such as ethanol and methanolthan is the case for direct
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`injection of gasoline.
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`Typical results from the calculations are shown in Fig. 2. The figure shows the pressure
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`(a) and the temperature (b) of the cylinder charge as a function of crank angle, for a manifold
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`pressure of 3 bar and a value of B = 0.4 Two values of the ethanol fraction are chosen, one that
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`results in autoignition, and produces engine knock (0.82 ethanol fraction by fuel energy), and the
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`other one without autoignition, i.e., no knock (0.83 ethanol fraction). Autoignition is a threshold
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`phenomenon,and in this case occurs between ethanolfractions of 0.82 and 0.83. For an ethanol
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`energy fraction of 0.83, the pressure and temperature rise at 360° (top dead center) is due largely
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`to the compression ofthe air fuel mixture by the piston. When the ethanol energy fraction is
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`reduced to 0.82, the temperature and pressure spikes as a result of autoignition. Although the
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`autoignition in Figure 2 occurs substantially after 360 degrees, the autoignition timing is very
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`sensitive to the autoignition temperature (5 crank angle degrees change in autoignition timing for
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`a changein the initial temperature of 1 K, or a change in the ethanol energy fraction of 1%).
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`The effect of evaporative cooling from the antiknock agent(in this case, ethanol) is
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`shown in Table 2, where three cases arc compared. Thefirst one is with port fucl injection of
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`ethanol. In this case the vaporization of the ethanol on the walls of the manifold has a negligible
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`impact on the temperature of the charge to the cylinder because the walls of the manifold are
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`cooled rather than the air charge. The second case assumesdirect injection, but with the inlet
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`valve open, with cvaporation at constant pressurc, where the cooling of the charge admits
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`additional air to the cylinder. The third case assumes,as in the previousdiscussions, late
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`injection after the inlet valve has closed. It is assumed stoichiometric operation, that the baseline
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`temperature is 380 K, andthat there is cooling in the manifold after the turbocharger with 6 =
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`0.4.
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`Table2
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`Knock-free operation of ethanol port fuel injection (assuming no charge cooling), and of
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`direct injection before and after the inlet valve is closed. Compression ratio of 10, baseline
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`charge temperature of 380 K, intercooler/cooling post turbo with 6 = 0.4,stoichiometric
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`operation, gasoline with 87 RON. Engine speed is 1000 rpm.
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`No Evaporative Cooling
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`Ethanol fraction
`(by energy)
`
`Max manifold pressure (bar)
`
`Cylinder pressure after
`cooling (bar)
`
`Cylinder charge temperature
`after cooling (K)
`
`0.95
`
`1.05
`
`1.05
`
`383
`
`Evaporative cooling
`Before
`After
`
`Valve Closing
`
`Valve Closing
`
`0.95
`
`0.95
`
`2.4
`
`2.4
`
`360
`
`4.0
`
`3.0
`
`355
`
`The results indicate the strong effect of the cooling. The maximum manifold pressure
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`that prevents knock (without