The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02P 5/152 - Digital data processing dependent on pinking
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 41/04 - Introducing corrections for particular operating conditions
F02D 41/10 - Introducing corrections for particular operating conditions for acceleration
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02D 41/38 - Controlling fuel injection of the high pressure type
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
An optimized port plus direct injection (PFI+DI) fueling system for reducing DI-generated particulates from a spark ignition gasoline engine is disclosed. It uses information from a computational model that includes piston wetting. Means for DI particulate reduction include control of DI timing and duration as a function of various parameters. Illustrative computational results for decreasing particulates in various drive cycles are presented. These calculations illustrate large potential particulate reductions (e.g. 95%) that can be obtained relative to DI operation alone. The optimized PFI+DI system could provide DI generated particulate reduction, efficiency and cost advantages relative to operation of a DI alone engine with a gasoline particulate filter (GPF). Alternatively, it could be used in combination with a GPF to ease GPF operation requirements and provide additional particulate reduction. Techniques for reducing piston wetting generation of particles from use of DI alone are also described.
An optimized port plus direct injection (PFI+DI) fueling system for reducing DI-generated particulates from a spark ignition gasoline engine is disclosed. It uses information from a computational model that includes piston wetting. Means for DI particulate reduction include control of DI timing and duration as a function of various parameters. Illustrative computational results for decreasing particulates in various drive cycles are presented. These calculations illustrate large potential particulate reductions (e.g. 95%) that can be obtained relative to DI operation alone. The optimized PFI+DI system could provide DI generated particulate reduction, efficiency and cost advantages relative to operation of a DI alone engine with a gasoline particulate filter (GPF). Alternatively, it could be used in combination with a GPF to ease GPF operation requirements and provide additional particulate reduction. Techniques for reducing piston wetting generation of particles from use of DI alone are also described.
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
F01N 3/035 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/38 - Controlling fuel injection of the high pressure type
10.
Gasoline particulate reduction using optimized port and direct injection
Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 41/04 - Introducing corrections for particular operating conditions
F02P 5/152 - Digital data processing dependent on pinking
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
11.
Port injection system for reduction of particulates from turbocharged direct injection gasoline engines
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/152 - Digital data processing dependent on pinking
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/34 - Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 41/04 - Introducing corrections for particular operating conditions
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02P 5/152 - Digital data processing dependent on pinking
Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.
F02B 7/00 - Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
F02B 47/04 - Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
F02M 25/14 - Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding anti-knock agents, not provided for in groups
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
14.
Gasoline particulate reduction using optimized port and direct injection
Additional approaches for the reduction of particulate emissions in gasoline engines using optimized port+direct injection are described. These embodiments include control of the amount of directly injected fuel so as to avoid a threshold increase in particulates due to piston wetting and reduction of cold start emissions by use of air preheating using variable valve timing.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
F02P 5/145 - Advancing or retarding electric ignition sparkControl therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
F02P 5/152 - Digital data processing dependent on pinking
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02D 41/04 - Introducing corrections for particular operating conditions
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
15.
Port injection system for reduction of particulates from turbocharged direct injection gasoline engines
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
An engine having two or more fuel injectors is disclosed, where at least one of the injectors is used to port fuel inject fuel into the cylinder when the air intake valve is open. The open valve port fuel injector is used to inject a fuel that has alcohol as a constituent and is the same fuel injected by another fuel injector. In other embodiments, the open valve fuel injector is used to inject an anti-knock fuel containing alcohol while a primary fuel, is introduced by another injector. The operation of the open valve fuel injector can be optimized to maximize the vaporization cooling. In other embodiments, the open valve fuel injector may be used in conjunction with direct injection of the primary fuel or the anti-knock fuel. Heavy EGR can be optimally used with the various embodiments.
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02M 35/108 - Intake manifolds with primary and secondary intake passages
17.
Minimizing alcohol use in high efficiency alcohol boosted gasoline engines
A number of systems and methods are disclosed which increase the replenishment interval for anti-knock fluid. This is especially important during activities which require a large amount of anti-knock fluid, such as towing. In some embodiments, the systems and methods are used to reduce anti-knock fluid consumption. For example, changes to engine operation, such as rich operation, spark retarding, upspeeding, and variable valve timing, all serve to reduce the amount of anti-knock fluid required to eliminate knocking. In other embodiments, the composition of the anti-knock fluid is modified, such as by using a higher octane fluid, or through the addition of water to the anti-knock fluid. In other embodiments, the replenishment interval is increased through a larger anti-knock fluid storage capacity. In one embodiment, a three tank system is used where the third tank can be used to store gasoline or anti-knock fluid, depending on the driving conditions.
F02B 7/00 - Engines characterised by the fuel-air charge being ignited by compression ignition of an additional fuel
F02B 13/00 - Engines characterised by the introduction of liquid fuel into cylinders by use of auxiliary fluid
F02M 43/00 - Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
F02D 45/00 - Electrical control not provided for in groups
F02B 17/00 - Engines characterised by means for effecting stratification of charge in cylinders
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02D 19/12 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02M 25/022 - Adding fuel and water emulsion, water or steam
F02P 5/152 - Digital data processing dependent on pinking
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 31/00 - Use of non-electrical speed-sensing governors to control combustion engines, not otherwise provided for
F02D 37/02 - Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
18.
PORT INJECTION SYSTEM FOR REDUCTION OF PARTICULATES FROM TURBOCHARGED DIRECT INJECTION GASOLINE ENGINES
The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
An engine having two or more fuel injectors is disclosed, where at least one of the injectors is used to port fuel inject fuel into the cylinder when the air intake valve is open. The open valve port fuel injector is used to inject a fuel that has alcohol as a constituent and is the same fuel injected by another fuel injector. In other embodiments, the open valve fuel injector is used to inject an anti-knock fuel containing alcohol while a primary fuel, is introduced by another injector. The operation of the open valve fuel injector can be optimized to maximize the vaporization cooling. In other embodiments, the open valve fuel injector may be used in conjunction with direct injection of the primary fuel or the anti-knock fuel. Heavy EGR can be optimally used with the various embodiments.
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
20.
FUEL TANK SYSTEM FOR GASOLINE AND FLEXIBLE ETHANOL POWERED VEHICLES USING ON-DEMAND DIRECT ETHANOL INJECTION OCTANE BOOST
A fuel tank system for gasoline or flexible gasoline/ethanol powered vehicles that use independently controlled direct ethanol injection to provide a large on-demand octane boost is disclosed. The on-demand octane boost is used when needed to prevent knock. The ethanol can be in the form of 100 % ethanol or E85 (a 85% ethanol, 15 % gasoline mixture) and is stored in a second tank that is separate from the tank that which contains the primary fuel. The primary fuel can be gasoline, E85, ethanol or a mix of these fuels. The fuel tank system enables convenient, quick, flexible and minimal cost refueling of the separate fuel tank. A range of fueling options is available to provide the driver with the maximum freedom to choose fuels depending upon price and availability. Valves may be utilized to direct the flow in fuel to the various tanks.
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
B60K 15/06 - Fuel tanks characterised by fuel reserve systems
F02M 37/00 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
21.
HIGH EFFICIENCY NATURAL GAS/GASOLINE BI-FUEL ENGINES USING ON-DEMAND KNOCK CONTROL
A bi-fuel spark ignition engine is disclosed. The engine can operate on either gasoline, natural gas or a combination of the two. The amount of each fuel that is used by the engine is based on the engine's operating parameters, such as RPM and torque. In some embodiments, the operator can provide input, such as the availability of natural gas, which affects the operation of the engine. In some embodiments, an anti-knock agent is used to prevent knock at higher values of torque.
An engine having DME pilot ignition is disclosed. DME Pilot ignition creates far more energy than a conventional spark plug, thus minimizes the possibility of misfire in the engine map. DME injection can be used in a number of ways. In one embodiment, DME injection replaces the conventional spark plug in an Otto cycle engine. In another embodiment, DME injection is used in addition to spark ignition to minimize the use of DME. In this embodiment, DME injection is only used during those portions of the engine map where misfire may occur, or during those times when a misfire sensor detects misfire. DME injection can also be used in conjunction with alcohol boosting in other embodiments.
F02M 67/14 - Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type characterised by provisions for injecting different fuels, e.g. main fuel and readily self-igniting starting-fuel
23.
WATER BASED SYSTEMS FOR DIRECT INJECTION KNOCK PREVENTION IN SPARK IGNITION ENGINES
A fuel management system for using water for on-board vehicular separation of ethanol from ethanol-gasoline blends is described. Water or a water-alcohol mixture from a secondary tank is mixed with the ethanol-gasoline blend resulting in separation of the ethanol. By using on-board vehicular separation, the consumption of the externally supplied liquid from a secondary tank can be decreased to less than 1% of the gasoline consumption. This allows for long refilling periods for the externally supplied fluid. In another embodiment, a water-based fluid is directly injected into the cylinders of a spark ignition engine to eliminate knocking without causing misfire. In a further embodiment, an alcohol-based fluid is also used in those circumstances where injection of the water-based fluid may cause misfire.
Fuel management system for a spark ignition gasoline engine. The system includes a gasoline engine, a source of gasoline, a source of a second liquid fuel and a means for introducing gasoline into the cylinders of the engine. Injectors directly inject the second liquid fuel into the cylinders of the engine and a fuel management control system controls injection of the second fuel into the cylinder so that it is provided in an amount needed to prevent knock as torque increases or other conditions require. A means for providing fast burn is provided.
Engine management system for operation of a direct injection spark ignition gasoline engine. The system includes a gasoline engine, a source of gasoline and a source of an anti-knock agent. Gasoline and anti-knock agent are introduced into a proportioning valve that delivers a selected mixture of gasoline/anti-knock agent to a high pressure pump. At least one injector receives the selected mixture from the high pressure pump and delivers the mixture into a cylinder of the engine. The engine management system provides a rapidly variable mixture of directly injected anti-knock agent and gasoline which prevents knock as the engine torque increases.
As one embodiment, a method of operating an engine of a vehicle is provided wherein the engine has a variable engine output. The method comprises during a first engine output, delivering a first fuel to at least a cylinder of the engine via a first injector and directly injecting a second fuel directly into said cylinder via a second injector; and during a second engine output lower than said first engine output, delivering said first fuel to said at least a cylinder of the engine via said first injector and directly injecting at least a purging substance via said second injector based on an idle period since a previous injection by said second injector.
patents
