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`Application Data Sheet 37 CFR 1.76
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`0492611-0828
`
`Attorney Docket Number
`_
`_
`
`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT OF
`Title of Invention
`GASOLINE ENGINES
`
`
`The application data sheet is part of the provisional or nonprovisional application for which it is being submitted. The following form contains the
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`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL -NHANC-MENT OF
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`Title of Invention
`GASOLINE ENGINES
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`OPTIMIZ-D FU-L MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL ENHANCEMENT
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`OF GASOLINE ENGINES
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`049261 1—0828
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`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION
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`PTOISB/14 (07-07)
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`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION ETHANOL -NHANC-MENT OF
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`“3
`
`100%
`
`75%
`
`50%
`
`fraction
`Ethanolfuelenergy
`
`
`
`25%
`
`1
`
`1.5
`
`2
`
`2.5
`
`3
`
`3.5
`
`lnlet manifold pressure (bar)
`
`Fig. 1
`
`
`
`2800
`
`0.82 ethanol
`
`(energy fraction)
`
`Autoignition
`
`
`
`l
`
`“”1""
`“‘r‘
`280
`330
`
`230
`
`380
`
`180
`
`I.
`430
`
`
`
`I
`
`480
`
`[\3 OJ C)O
`
`
`
`pressure(bar) acor;
`
`3300 J
`iigg
`
`
`
`0.83 ethanol\\ .__~
`
`Crank angle
`Fig. 23
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`2/3
`
`3300
`
`
`
`0.82 ethanoi
`(energyfrao’rron)
`
`
`Autoignition
`
`'N.
`
`‘-~ \ 0.83 ethanol
`
`
`300
`180
`230
`2éo
`330
`380
`430
`480
`
`2800
`
`E
`E 2300
`
`1800
`
`1300
`
`800
`
`E5
`
`3
`3
`E?
`inau-
`
`Crank angle
`Fig. 2b
`
`
`
`
`
`
`ethanol
`
`injector
`
`gasoiine
`injector
`
`Turbocharger
`.fi
`
`OZ sensor
`
`12
`
`
`
`
`3~way
`
`cataiyst
`19
`
`
`Fig. 3
`
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`3I3
`
`gasoline
`tank
`
`gasoline
`pump
`
`
`
`Ethanol
`
`separator
`
`
`
`Te engine
`
`
`
`Ethanol
`tank
`
`Eihanol
`pump
`
`
`Tomgggéne
`
`Fig. 4a
`
`gasoline
`tank
`
`m
`
`Ethanol
`separator
`
`gasoline
`pump
`
`To engine
`
`
` To engine
`
`
`
`7
`
`Ethanol
`tank
`
`Ethanol
`pump
`
`Fig. 4b
`
`Moveable/deformable wall
`
`
`
`Gasoline fill
`
`
`
`Ethane! fill
`
`Fuel tank
`
`
`
`Gasoline fuel line
`
`
`
`Ethanol fuel line
`
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`OPTIMIZED FUEL MANAGEMENT SYSTEM FOR DIRECT INJECTION
`
`ETHANOL ENHANCEMENT OF GASOLINE ENGTNES
`
`This application is a continuation of US. Patent Application Serial number 11/758,157 filed June
`
`5, 2007, which is a continuation of US. Patent Application serial number 1 1/ 100, 026 filed April
`
`6, 2005, now US. 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 emissions of air pollutants beyond the technology disclosed in parent application serial
`
`number 10/991,774 set out above. There are also additional approaches to 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 approaches are based in part on more refined calculations of the effects of variable
`
`ethanol octane enhancement using a new computer model that we have developed. The model
`
`determines the 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 of the direct ethanol injection upon knock suppression.
`
`Summary of 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 of the anti—knock agent provides gasoline savings both by facilitating increased engine
`
`efficiency over a drive cycle and by substitution for gasolinc as a filCl. An inj cctor is providcd
`
`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 knock sensor. 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 agent after 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 energy that is at least three times
`
`that of gasoline. A preferred anti-knock agent is ethanol. In a preferred embodiment of this
`
`aspect of the invention, part of the fuel is 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 least twice that pressure at which
`
`knock would occur if the engine were to be operated with naturally aspirated gasoline. A
`
`suitable maximum ethanol fraction during a drive cycle when knock suppression is desired is
`
`between 30% and 100% by energy. It is also preferred that the compression ratio 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/fuel ratio
`
`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 exhaust emissions from the engine. The fuel
`
`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 ethanol distribution is desired.
`
`Many other embodiments of the invention are set forth in detail in the remainder of this
`
`application.
`
`Brief Description of the Drawings
`
`Fig. l is a graph of ethanol fraction (by energy) required to avoid knock as a function of
`
`inlet manifold pressure. The ethanol fraction 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 embodiment of 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 schematic illustrations relating to the separation of ethanol from
`
`ethanol/gasoline blends.
`
`Fig. 5 is a cross-sectional view of a flexible fuel tank for a vehicle using ethanol boosting
`
`of a gasoline engine.
`
`Description of the Preferred Embodiment
`
`Ethanol has 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 shows that 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 cylinder is
`
`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 early injection. It
`
`is thus preferred to the conventional approach of early injection which is used because it
`
`provides good mixing. The model also provides information that can be used for open loop (i.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 compression ratio.
`
`Maximum knock suppression is obtained with 100% or close to l00% 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
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`gasoline also removes the need for a second direct fuel system or a more complicated system
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`which uses one set 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 torque at different engine speeds. A
`
`representative range for the maximum ethanol fraction by energy is between 20% and 100%.
`
`In order to obtain the highest possible octane enhancement while still maintaining
`
`combustion stability, it may be useful for 100% of the fuel to come from ethanol with a fraction
`
`being port injected, as an alternative to a small fraction of the port-fueled gasoline.
`
`The initial determination of the knock suppression by direct injection of ethanol into a
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`gasoline engine has been refined by the development of a computer model for the onset of knock
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`under various conditions. The computer modeling provides more accurate information for use in
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`fuel management control. It also shows the potential for larger octane enhancements than our
`
`earlier projections. Larger octane enhancements can increase the efficiency gain through greater
`
`downsizing and higher compression ratio operation. They can also reduce the amount of ethanol
`
`use for a given efficiency increase.
`
`The computer model combines physical models of the ethanol vaporization effects and
`
`the effects of piston motion of the ethanol/gasoline/air mixtures with a state of the art
`
`calculational code for combustion kinetics. The calculational code for combustion kinetics was
`
`the engine module in the CHEMKIN 4.0 code [R. J. Kee, F. M. Ruplcy, J. A. Miller, M. E.
`
`Coltrin, J. F. Grcar, E. Meeks, H. K. Moffat, A. E. Lutz, G. Dixon-Lewis, M. D. Smooke, J.
`
`Wamatz, G. H. Evans, R. S. Larson, R. E. Mitchell, L. R. Petzold, W. C.Reynolds, M.
`
`Caracotsios, W. E. Stewart, P. Glarborg, C. Wang, 0. Adigun, W. G. Houf, C. P. Chou, S. F.
`
`Miller, P. Ho, and D. J. Young, CHEMKIN Release 4.0, Reaction Design, Inc, San Diego, CA
`
`(2004)]. The CHEMKJN code is a software tool for solving complex chemical kinetics
`
`problems. This new model uses chemical rates information based upon the Primary Reference
`
`gasoline Fuel (PRF) mechanism from Curran et al. [Curran, H. J ., Gaffuri, P., Pitz, W. J., and
`
`Westbrook, C. K. "A Comprehensive Modeling Study of iso-Octane Oxidation," Combustion
`
`and Flame 129:253—280 (2002) to represent onset of autoignition.
`
`The compression on the fuel/air mixture end—gas was modeled using the artifact of an
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`engine compression ratio 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 gas is defined as the un-combusted air/fiJel mixture
`
`remaining after 75% (by mass) of the fuel has combusted. It is the end gas that is most prone to
`
`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% of the 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 effect of temperature increase due to turbocharging was also included. The increase
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`in temperature with turbocharging was calculated using an adiabatic compression model of air. It
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`is assumed that thermal transfer in the piping or in an intercooler results in a smaller temperature
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`increase. The effect is modeled by assuming that the increase in temperature of the air charge
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`into the cylinder ATcharge is ATcharge = B ATmrb0 were ATmrbO 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
`
`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 shows the 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 ofB. In Fig. 1 it is assumed that the direct injection ofthe ethanol is 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 l for the case ofa 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 l
`
`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 ethanol fraction required for knock
`
`prevention for an inlet manifold pressure of 3 bar for an engine with a compression ratio of 10,
`
`for various values of B (ratio of change of the cylinder air charge temperature due to
`
`turbocharging to the adiabatic tcmpcraturc increasc duc to turbocharging ATCJWge = [3 ATM”).
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`The engine speed is 1000 rpm.
`
`[3
`
`T_charge init
`Delta T turbo
`Delta T after intercooler
`
`Delta T clue to D1 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 fiiel injection is normally performed early, before the inlet valve is closed in order
`
`to obtain good mixing of the fuel and air. However, our computer calculations indicate a
`
`substantial benefit from injection after the inlet valve is closed.
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`The amount of air is constant in the case of injection after the inlet valve has closed.
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`Therefore the temperature change is calculated using the heat capacity of air at constant volume
`
`(CV). The case of early injection where the valve that admits air and fuel to the cylinder is still
`
`open is modeled with a constant—pressure heat capacity (CF). The constant volume case results in
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`a larger evaporation induced decrease in charge temperature than in the case for constant
`
`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
`
`the case of early injection by a difference of more than 1 bar. The increase in the evaporative
`
`cooling effect at constant volume relative to that at constant pressure is substantially higher for
`
`the case of direct injection of fuels such as ethanol and methanol than is the case for direct
`
`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
`
`pressure of 3 bar and a value of B : 0.4 Two values of the ethanol fraction are chosen, one that
`
`results in autoignition, and produces engine knock (0.82 ethanol fraction by fuel energy), and the
`
`other one without autoignition, i.e., n0 knock (0.83 ethanol fraction). Autoignition is a threshold
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`phenomenon, and in this case occurs between ethanol fractions of 0.82 and 0.83. For an ethanol
`
`energy fraction of 0.83, the pressure and temperature rise at 3600 (top dead center) is due largely
`
`to the compression of the 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
`
`sensitive to the autoignition temperature (5 crank angle degrees change in autoignition timing for
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`a change in the initial temperature of l 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 are compared. The first one is with port fuel injection of
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`ethanol. In this case the vaporization of the ethanol on the walls of the manifold has a negligible
`
`impact on the temperature of the charge to the cylinder because the walls of the manifold are
`
`cooled rather than the air charge. The second case assumes direct injection, but with the inlet
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`valve open, with evaporation at constant pressure, where the cooling of the charge admits
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`additional air to the cylinder. The third case assumes, as in the previous discussions, 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, and that there is cooling in the manifold after the turbocharger with B =
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`0.4.
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`W
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`Knock-free operation of ethanol port fuel injection (assuming no charge cooling), and of
`
`direct injection before and after the inlet valve is closed. Compression ratio of 10. baseline
`
`charge temperature of 380 K, intercooler/cooling post turbo with B = 0.4,stoichiometric
`
`operation, gasoline with 87 RON. Engine speed is 1000 rpm.
`
`No Evaporative Cooling
`
`Ethanol fraction
`(by energy)
`
`Max mani