`
`ETHANOL ENHANCEMENT OF GASOLINE ENGTNES
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`Background of the Invention
`
`This application is a continuation of United States Patent Application Serial No.
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`11/100,026 filed April 6, 2005, which is a continuation-in—part of United States Patent
`
`Application Serial No. 10/991,774 filed November 18, 2004, the contents of both of which are
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`incorporated herein by reference.
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`This invention relates to an optimized fuel management system for use with spark
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`ignition gasoline engines in which an anti-knock agent which is a fuel is directly injected into a
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`cylinder of the engine.
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`There are a number of important additional approaches for optimizing direct injection
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`ethanol enhanced knock suppression so as to maximize the increase in engine efficiency and to
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`minimize emissions of air pollutants beyond the technology disclosed in parent application serial
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`number 10/991,774 set out above. There are also additional approaches to protect the engine and
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`exhaust system during high load operation by ethanol rich operation; and to minimize cost,
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`ethanol fuel use and ethanol fuel storage requirements. This disclosure describes these
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`approaches.
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`These approaches are based in part on more refined calculations of the effects of variable
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`ethanol octane enhancement using a new computer model that we have developed. The model
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`determines the effect of direct injection of ethanol on the occurrence of knock for different times
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`of injection and mixtures with port fiuel injected gasoline. It determines the beneficial effect of
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`evaporativc cooling of the direct ethanol injection upon knock suppression.
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`Summary of the Invention
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`In one aspect, the invention is a fuel management system for operation of a spark ignition
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`gasoline engine including a gasoline engine and a source of an anti-knock agent which is a fuel.
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`The use of the anti-knock agent provides gasoline savings both by facilitating increased engine
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`efficiency over a drive cycle and by substitution for gasoline as a fiael. An injector is provided
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`for direct injection of the anti-knock agent into a cylinder of the engine and a fuel management
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`control system controls injection of the anti—knock agent into the cylinder to control knock. The
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`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
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`where the value or fraction of the maximum torque is a function of the engine speed. In a
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`preferred embodiment, the injector injects the anti-knock agent after inlet valve/valves are
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`closed. It is preferred that the anti-knock agent have a heat of vaporization that is at least twice
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`that of gasoline or a heat of vaporization per unit of combustion energy that is at least three times
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`that of gasoline. A preferred anti-knock agent is ethanol. In a preferred embodiment of this
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`aspect of the invention, part of the fuel is port injected and the port injected fuel is gasoline. The
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`directly injected ethanol can be mixed with gasoline or with methanol.
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`It is also preferred that
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`the engine be capable of operating at a manifold pressure at least twice that pressure at which
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`knock would occur if the engine were to be operated with naturally aspirated gasoline. A
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`suitable maximum ethanol fraction during a drive cycle when knock suppression is desired is
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`between 30% and 100% by energy. It is also preferred that the compression ratio be at least 10.
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`With the higher manifold pressure, the engine can be downsized by a factor of two and the
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`efficiency under driving conditions increased by 30%.
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`It is preferred that the engine is operated at a substantially stoichiometric air/fuel ratio
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`during part or all of the time that the anti-knock agent such as ethanol is injected. In this case, a
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`three-way catalyst can be used to reduce the exhaust emissions from the engine. The fuel
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`management system may operate in open or closed loop modes.
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`In some embodiments, non-uniform ethanol injection is employed. Ethanol injection
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`may be delayed relative to bottom dead center when non-uniform ethanol distribution is desired.
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`Many other embodiments of the invention are set forth in detail in the remainder of this
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`application.
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`Brief Description of the Drawings
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`Fig. l is a graph of ethanol fraction (by energy) required to avoid knock as a function of
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`inlet manifold pressure. The ethanol fraction is shown for various values of B, the ratio of the
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`change in temperature in the air cylinder charge due to turbocharging (and aftercooling if used)
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`to the adiabatic temperature increase of the air due to the turbocharger.
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`Fig. 2a is a graph of cylinder pressure as a function of crank angle for a three bar
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`manifold pressure.
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`Fig. 2b is a graph of charge temperature as a function of crank angle for a three bar
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`manifold pressure.
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`Fig. 3 is a schematic diagram of an embodiment of the fuel management system disclosed
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`herein for maintaining stoichiometric conditions with metering/control of ethanol, gasoline, and
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`air flows into an engine.
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`Figs. 4a and 4b are schematic illustrations relating to the separation of ethanol from
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`ethanol/gasoline blends.
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`Fig. 5 is a cross-sectional view of a flexible fuel tank for a vehicle using ethanol boosting
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`of a gasoline engine.
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`Description of the Preferred Embodiment
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`Ethanol has a heat of vaporization that is more than twice that of gasoline, a heat of
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`combustion per kg which is about 60% of that of gasoline, and a heat of vaporization per unit of
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`combustion energy that is close to four times that of gasoline. Thus the evaporative cooling of
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`the cylinder air/fuel charge can be very large with appropriate direct injection of this antiknock
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`agent. The computer model referenced below shows that evaporative cooling can have a very
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`beneficial effect on knock suppression. It indicates that the beneficial effect can be maximized
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`by injection of the ethanol after the inlet valve that admits the air and gasoline into the cylinder is
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`closed. This late injection of the ethanol enables significantly higher pressure operation without
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`knock and thus higher efficiency engine operation than would be the case with early injection. It
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`is thus preferred to the conventional approach of early injection which is used because it
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`provides good mixing. The model also provides information that can be used for open loop (i.e.,
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`a control system that uses predetermined information rather than feedback) fuel management
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`control algorithms.
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`The increase in gasoline engine efficiency that can be obtained from direct injection of
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`ethanol is maximized by having the capability for highest possible knock suppression
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`enhancement. This capability allows the highest possible amount of torque when needed and
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`thereby facilitates the largest engine downsizing for a given compression ratio.
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`Maximum knock suppression is obtained with 100% or close to 100% use of direct
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`injection of ethanol. A small amount of port injection of gasoline may be useful in order to
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`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
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`system design and the desired level of maximum torque at different engine speeds. A
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`representative range for the maximum ethanol fraction by energy is between 20% and 100%.
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`In order to obtain the highest possible octane enhancement while still maintaining
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`combustion stability, it may be useful for 100% of the fuel to come from ethanol with a fiaction
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`being port injected, as an alternative to a small fraction of the port-fueled gasoline.
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`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
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`earlier projections. Larger octane enhancements can increase the efficiency gain through greater
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`downsizing and higher compression ratio operation. They can also reduce the amount of ethanol
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`use 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 cthanol/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.
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`Coltrin, J. F. Grcar, E. Meeks, H. K. Moffat, A. E. Lutz, G. Dixon-Lewis, M. D. Smooke, J.
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`Wamatz, 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, 0. 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
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`(2004)]. The CHEMKIN code is a software tool for solving complex chemical kinetics
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`problems. This new model uses chemical rates information based upon the Primary Reference
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`gasoline Fuel (PRF) mechanism from Curran er a1. [Curran, H. J., Gaffuri, P., Pitz, W. J., and
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`Westbrook, C. K. "A Comprehensive Modeling Study of iso-Octane Oxidation," Cal/”bastion
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`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 the artifact of an
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`engine compression ratio of 2] 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/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% 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 intercoolcr 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 ATchal.gs : [3 ATmrbo were ATM—b0 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 fiael 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 of B. In Fig. 1 it is assumed that the direct injection of the 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 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 l
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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 ethanol fraction required for knock
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`prevention for an inlet manifold pressure of 3 bar for an engine with a compression ratio of 10,
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`for various values of B (ratio of change of the cylinder air charge temperature due to
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`turbocharging to the adiabatic tcmpcraturc increasc duc to turbocharging ATCJWge = [3 ATM”).
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`The engine speed is 1000 rpm.
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`[3
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`T_charge init
`Delta T turbo
`Delta T after intercooler
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`Delta T clue to D1 ethanol and gasoline
`T_init equivalent charge
`Gasoline octane
`
`Ethanol fraction (by energy) needed
`to prevent knock
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`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
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`74%
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`82%
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`97%
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`Direct fiiel 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 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
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`(CV). The case of early injection where the valve that admits air and fuel to the cylinder is still
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`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
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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 1 bar. The increase in the evaporative
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`cooling effect at constant volume relative to that at constant pressure is substantially higher for
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`the case of direct injection of fuels such as ethanol and methanol than 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., 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
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`energy fraction of 0.83, the pressure and temperature rise at 3600 (top dead center) is due largely
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`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
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`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
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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 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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`Table 2
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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 B = 0.4,stoichiometric
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`5
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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)
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`Max manifold pressure (bar)
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`Cylinder pressure after
`cooling (bar)
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`Cylinder charge temperature
`after cooling (K)
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`0.95
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`1.05
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`1.05
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`383
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`Evaporative cooling
`Before
`After
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`Valve Closing
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`Valve Closing
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`0.95
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`0.95
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`2.4
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`2.4
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`360
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`4.0
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`3.0
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`355
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`The results indicate the strong effect of the cooling. The maximum manifold pressure
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`that prevents knock (without spark retard), with 0.95 ethanol fraction by energy in the case of
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`port fuel injection is 1.05 bar. With direct injection of the ethanol, the maximum knock-free
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`manifold and cylinder pressures are 2.4 bar, with a temperature decrease of the charge of ~75K.
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`The final case, with injection after inlet valve closing, allows a manifold pressure of4 bar, a
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`cylinder pressure (after cooling) of 3 bar, and a charge temperature decrease of ~120 K. It should
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`be noted that the torque of the late injection case after the valve has closed is actually higher than
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`that of the early injection case, even though the early injection case allows for additional air (at
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`constant pressure). For comparison, the model is also used to calculate the manifold pressure at
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`which knock would occur for port fuel injection of 87 octane gasoline alone. This pressure is ~
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`0.8 bar assuming spark timing at MBT (Maximum Brake Torque). Conventional gasoline
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`engines operate at 1 bar by retarding the timing at high torque regions where knock would
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`otherwise occur. Thus the model indicates that evaporative cooling effect of direct injection of
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`ethanol after the inlet valve has closed can be significantly greater than that of the higher octane
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`10
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`l5
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`20
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`number rating of ethanol relative to gasoline.
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`A manifold pressure of 4 bar is very aggressive. Table 2 is indicative of the dramatically
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`improved performance of the system with direct injection after the inlet valve has closed. The
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`improved performance in this case can be traded for increased compression ratio or reduced use
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`of the anti-knock agent.
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`It should be noted that, as mentioned above, the calculations of autoignition (knock) are
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`conservative, as autoignition for the case shown in Fig. 2 occurs relatively late in the cycle, and it
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`is possible that the fuel has been combusted before it autoignites. Also it should be noted that
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`the calculations in Fig. 2 break down after autoignition, as the pressure trace would be different
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`from that assumed. Figures similar to Fig. 2 are used to determine conditions where autoignition
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`would not occur, and those conditions are then used to provide the information for Fig. 1. The
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`initial temperatures of the cases shown in Fig. 2 are 341 K for 0.82 ethanol fraction, and 340 K
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`for 0.83 ethanol fraction, a difference of 1 K (the difference due to the cooling effect of the
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`ethanol).
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`Because of the large heat of vaporization, there could be enough charge cooling with
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`early injection so that the rate of vaporization of ethanol is substantially decreased. By instead
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`injecting into the hot gases, which is the case with injection after the inlet valve has closed, the
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`temperature at the end of full vaporization of the ethanol is substantially increased with respect
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`to early injection, increasing the evaporation rate and minimizing wall wetting.
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`The optimum timing of the injection for best mixing and a near homogeneous charge is
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`soon after the inlet valve closes, provided that the charge is sufficiently warm for antiknock
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`agent vaporization. If, on the other hand, a non-uniform mixture is desired in order to minimize
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`ethanol requirements and improve ignition stability, then the injection should occur later than in
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`the case where the best achievable mixing is the goal.
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`Late injection of the ethanol after the inlet valve has closed can be optimized through the
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`use of diesel-like injection schemes, such as injectors with multiple sprays. It is important to
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`inject the fuel relatively quickly, and at velocities which minimize any cylinder wall wetting,
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`which as described below could result in the removal of the lubrication oils from the cylinder
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`liner. Multiple sprays from a nozzle that has multiple holes results in a distributed pattern of
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`sprays, with relatively low injection velocities. This is particularly important for ethanol, because
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`of the higher volume throughputs (as compared with gasoline) of ethanol for equal energy
`content.
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`Injection after the valve has closed may require that a modest fraction of the fuel (eg.
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`25%) be port injected in order to achieve the desired combustion stability. A tumble-like or swirl
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`motion can be introduced to achieve the desired combustion stability. The port injected fitel can
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`be either gasoline or ethanol.
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`Use of the computer model for operation with gasoline alone gives results that are
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`consistent with the observed occurrence of knock in gasoline engine vehicles, thereby buttressing
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`the credibility of the projections for ethanol. The computer model indicates that for knock-free
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`gasoline operation alone with a compression ratio of 10, knock imposes a severe constraint upon
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`the allowed manifold pressure for a naturally aspirated gasoline engine and very limited (1'. 8., less
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`than 1.2 bar) manifold pressure can be achieved even with direct injection of gasoline unless
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`spark retard and/or rich operation is used. These changes, however, can reduce efficiency and
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`10
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`increase emissions.
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`Fig. 1 shows that knock can be prevented at manifold pressures greater than 2 bar with
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`direct injection of an ethanol fraction of between 40 and 80% in an engine with a compression
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`ratio of 10. The manifold pressure can be at least 2.5 bar without engine knock. A pressure of 3
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`bar would allow the engine to be downsized to ~ 1/3 of the naturally aspirated gasoline engine,
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`while still producing the same maximum torque and power. The large boosting indicated by the
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`calculations above may require a multiple-stage turbocharger. In addition to a multiple stage
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`turbocharger, the turbocharger may be of the twin-scroll turbo type to optimize the turbocharging
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`and decrease the pressure fluctuations in the inlet manifold generated by a small number of
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`cylinders.
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`With an increase in allowed manifold pressure in an engine by more than a factor of 2,
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`the engine could be downsized by a factor of 2 (that is, the cylinder volume is decreased by a
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`factor of 2 or more) and the compression ratio could be held constant or raised. For example, the
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`performance of an eight cylinder engine is achieved by a four cylinder engine.
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`The occurrence of knock at a given value of torque depends upon engine speed. In
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`addition to providing substantially more maximum torque and power, direct injection of ethanol
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`can be used to provide a significant improvement in torque at low engine speeds (less than 1500
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`rpm) by decreasing or eliminating the spark retard. Spark retard is generally used with gasoline
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`engines to prevent knock at low engine speeds where autoignition occurs at lower values of
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`torque than is the case at high engine speeds.
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`Fig. 1 can also be used to determine the ethanol fraction required to prevent knock at
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`different levels of torque and horsepower, which scale with manifold pressure in a given size
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`engine. This information can be used in an open loop control system.
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`The efficiency of a gasoline engine under driving conditions using direct ethanol
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`injection enhancement can be at least 20% and preferably at least 30 % greater than that of a
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`naturally aspirated gasoline engine with a compression ratio of 10. This increase results from the
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`substantial engine boosting and downsizing to give the same power, and also the high
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`compression ratio operation (compression ratio of 11 or greater) that is enabled by a large octane
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`enhancement. With more aggressive downsizing of more than 50% (where the same engine
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`performance is obtained with less than one-half the displacement), the increase in efficiency
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`could exceed 30%.
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`Greater downsizing and higher efficiency may also be obtained by decreasing the octane
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`requirement of the engine by using variable valve timing (VVT). Thus, at conditions of high
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`torque, variable valve timing can be used to decrease the compression ratio by appropriately
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`changing the opening/closing of the inlet and exhaust valves. The loss in efficiency at high
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`torque has a small impact on the overall fuel economy because the engine seldom operates in
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`these conditions.
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`VVT can also be used to better scavenge the exhaust gases [8. Lecointe and G. Monnier,
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`“Downsizing a Gasoline Engine Using Turbocharging with Direct Injection” SAE paper 2003—
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`01-0542]. Decreasing the exhaust gas decreases the air/fuel temperature. Keeping both the inlet
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`and exhaust valves open, while the pressure in the inlet manifold is higher than in the exhaust,
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`can be used to remove the exhaust gases from the combustion chamber. This effect, coupled
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`with slightly rich operation in-cylinder, can result in increased knock avoidance while the
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`exhaust is still stoichiometrie. Cooled EGR and spark timing adjustment can also be used to
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`increase knock avoidance.
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`Any delay in delivering high engine torque at low engine speeds can decrease drivability
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`of the vehicle. Under these conditions, because of the substantial engine downsizing, the vehicle
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`would have insufficient acceleration at low engine speeds until the turbo produces high
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`pressures. This delay can be removed through the use of direct injection of ethanol by reduction
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`of the spark retard or ethanol/gasoline with rich operation and also with the use of variable valve
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`timing.
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`Another approach would be to use an electrically assisted turbo charger. Units that can
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`generate the required boosting for short periods of time are available. The devices offer very fast
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`response time, although they have substantial power requirements.
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`A multiple scroll turbocharger can be used to decrease the pressure fluctuations in the
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`manifold that could result from the decreased number of cylinders in a downsized engine.
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`The temperature of the air downstream from the turbocharger is increased by the
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`compression process. Use of an intercooler can prevent this temperature increase from increasing
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`the engine’s octane requirement. In addition, in order to maximize the power available from the
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`engine for a given turbocharging, cooling of the air charge results in increased mass of air into
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`the cylinder, and thus higher power.
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`In order to minimize emissions, the engine should be operated substantially all of the
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`time, or most of the time, with a stoichiometric air/fuel ratio in order that a 3-way exhaust
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`catalyst treatment can be used. Fig. 3 shows a 3-way exhaust treatment catalyst 10 and air,
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`gasoline and ethanol control needed to maintain the substantially stoichiometric ratio of fuel to
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`air that is needed for its effective operation. The system uses an oxygen sensor 12 as an input to
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`an electronic control unit (ECU) 14. The ECU 14 controls the amount of air into a turbocharger
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`16, the amount of gasoline and the amount of ethanol so as to insure stoichiometric operation.
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`During transients, open-loop algorithms from a stored engine map (not shown) are used to
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`determine air. gasoline and ethanol flows for keeping substantially stoichiometric combustion in
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`a cylinder of the engine 18.
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`Thus when variable ethanol octane enhancement is employed, the fuel management
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`system needs to adjust the amounts of air, gasoline and ethanol such that the fiael/air ratio is
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`substantially equal to 1. The additional control is needed because, if the air/gasoline ratio
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`determined by the fuel management were not be corrected during the injection of ethanol, the
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`mixture would no longer be stoichiometric. In contrast to the lean boost approach of Stokes er a!
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`.[ J. Stokes, T. H. Lake and R. J. Osborne, “A Gasoline Engine Concept for Improved Fuel
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`Economy *The Lean Boost System,” SAE paper 2000-01-2902] stoichiometric operation with a
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`3-way catalyst results in very low tailpipe emissions.
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`There are certain regions in the engine operating map where the ECU 14 may operate
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`open loop, that is, the control is determined by comparison to an engine map lookup table rather
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`than by feedback from a sensed parameter which in this case is engine knock (closed loop). As
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`mentioned previously, open loop operation during transients may be advantageous.
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`Another situation where open loop control can be advantageous would be under high
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`load, where fuel rich conditions (where the fuel/air ratio is greater than stoichiometric) may be
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`required to decrease the temperature of the combustion and thus protect the engine and the
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`exhaust system (especially during prolonged operation). The conventional approach in gasoline
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`engine vehicles is to use increased fuel/air ratio, that is, operating at rich conditions. The
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`presence of ethanol on—board allows for two alternatives. The first is the use of ethanol fuel
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`fractions beyond what is required to control knock, thus reducing the combustion temperature by
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`a greater amount than could be obtained by gasoline alone due to the higher cooling effect of
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`evaporation in direct ethanol injection, even while at stoichiometric conditions. The second one
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`is, as in conventional applications, the use of increased fueling in rich operation (which could
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`result in relative air/fuel mass ratios as low as 0.75 where a stoichiometric mixture has a relative
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`air/fuel ratio of 1). The control system can choose between two fuels, ethanol and gasoline.
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`Increased use of ethanol may be better than use of gasoline, with emissions that are less
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`damaging to the environment than gasoline and decreased amount of rich operation to achieve
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`the temperature control needed. Open loop operation with both gasoline and ethanol may require
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`substantial modification ofthe engine’s “lookup table.”
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`Thus, a method of operating an engine is, under conditions of partial load, to operate
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`closed loop with the use of only gasoline. As the engine load increases, the engine control system
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`may change to open loop operation, using a lookup table.
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`The closed loop control ofthe engine can be such that a knock sensor (not shown)
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`determines the fraction required of ethanol, while the oxygen sensor 12 determines the total
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`amount of fuel. A variation of this scheme is to operate the knock control open loop, using a
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`lookup table to determine the ethanol to gasoline ratio, but a closed loop to determine the total
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`amount of fiael.
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`In order to minimize evaporative emission of the ethanol (which has a relatively low
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`boiling point), solvents can be added to the ethanol to minimize