WO2006055540A1 - Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence - Google Patents

Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence Download PDF

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Publication number
WO2006055540A1
WO2006055540A1 PCT/US2005/041317 US2005041317W WO2006055540A1 WO 2006055540 A1 WO2006055540 A1 WO 2006055540A1 US 2005041317 W US2005041317 W US 2005041317W WO 2006055540 A1 WO2006055540 A1 WO 2006055540A1
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WO
WIPO (PCT)
Prior art keywords
ethanol
knock
engine
knock agent
fuel
Prior art date
Application number
PCT/US2005/041317
Other languages
English (en)
Inventor
Daniel R. Cohn
Leslie Bromberg
John B. Heywood
Original Assignee
Massachusetts Institute Of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US10/991,774 external-priority patent/US7314033B2/en
Application filed by Massachusetts Institute Of Technology filed Critical Massachusetts Institute Of Technology
Priority to CA002588385A priority Critical patent/CA2588385A1/fr
Priority to JP2007543169A priority patent/JP2008520905A/ja
Priority to BRPI0518361-8A priority patent/BRPI0518361A2/pt
Priority to EP05851653.5A priority patent/EP1815114A4/fr
Priority to CN2005800467516A priority patent/CN101103188B/zh
Publication of WO2006055540A1 publication Critical patent/WO2006055540A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—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
    • F02D19/0639—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 characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0652—Biofuels, e.g. plant oils
    • F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—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
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—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
    • F02D19/08—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
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • This invention relates to spark ignition gasoline engines utilizing an antiknock agent which is a liquid fuel with a higher octane number than gasoline such as ethanol to improve engine efficiency.
  • Octane number represents the resistance of a fuel to knocking but the use of higher octane gasoline only modestly alleviates the tendency to knock.
  • the difference between regular and premium gasoline is typically six octane numbers. That is significantly less than is needed to realize fully the efficiency benefits of high compression ratio or turbocharged operation. There is thus a need for a practical means for achieving a much higher level of octane enhancement so that engines can be operated much more efficiently.
  • Ethanol has a blending octane number (ON) of 110 (versus 95 for premium gasoline) (see J.B.
  • An object of the present invention is to minimize the amount of ethanol or other antiknock agent that is used to achieve a given level of engine efficiency increase.
  • the amount of ethanol that is required can be limited to a relatively small fraction of the fuel used by the spark ignition gasoline engine.
  • the invention is a fuel management system for efficient operation of a spark ignition gasoline engine including a source of an antiknock agent such as ethanol.
  • An injector directly injects the ethanol into a cylinder of the engine and a fuel management system controls injection of the antiknock agent into the cylinder to control knock with minimum use of the antiknock agent.
  • a preferred antiknock agent is ethanol.
  • Ethanol has a high heat of vaporization so that there is substantial cooling of the air-fuel charge to the cylinder when it is injected directly into the engine. This cooling effect reduces the octane requirement of the engine by a considerable amount in addition to the improvement in knock resistance from the relatively high octane number of ethanol.
  • Methanol, tertiary butyl alcohol, MTBE, ETBE, and TAME may also be used. Wherever ethanol is used herein it is to be understood that other antiknock agents are contemplated.
  • the fuel management system uses a fuel management control system that may use a microprocessor that operates in an open loop fashion on a predetermined correlation between octane number enhancement and fraction of fuel provided by the antiknock agent. To conserve the ethanol, it is preferred that it be added only during portions of a drive cycle requiring knock resistance and that its use be minimized during these times.
  • the gasoline engine may include a knock sensor that provides a feedback signal to a fuel management microprocessor system to minimize the amount of the ethanol added to prevent knock in a closed loop fashion.
  • the injectors stratify the ethanol to provide non-uniform deposition within a cylinder. For example, the ethanol may be injected proximate to the cylinder walls and swirl can create a ring of ethanol near the walls.
  • the system includes a measure of the amount of the antiknock agent such as ethanol in the source containing the antiknock agent to control turbocharging, supercharging or spark retard when the amount of ethanol is low.
  • the antiknock agent such as ethanol
  • the direct injection of ethanol provides substantially a 13°C drop in temperature for every ten percent of fuel energy provided by ethanol.
  • An instantaneous octane enhancement of at least 4 octane numbers may be obtained for every 20 percent of the engine's energy coming from the ethanol.
  • Fig. 1 is a block diagram of one embodiment of the invention disclosed herein.
  • Fig. 2 is a graph of the drop in temperature within a cylinder as a function of the fraction of energy provided by ethanol.
  • Fig. 3 is a schematic illustration of the stratification of cooler ethanol charge using direct injection and swirl motion for achieving thermal stratification.
  • Fig. 4 is a schematic illustration showing ethanol stratified in an inlet manifold.
  • Fig. 5 is a block diagram of an embodiment of the invention in which the fuel management microprocessor is used to control a turbocharger and spark retard based upon the amount of ethanol in a fuel tank.
  • a spark ignition gasoline engine 10 includes a knock sensor 12 and a fuel management microprocessor system 14.
  • the fuel management microprocessor system 14 controls the direct injection of an antiknock agent such as ethanol from an ethanol tank 16.
  • the fuel management microprocessor system 14 also controls the delivery of gasoline from a gasoline tank 18 into engine manifold 20.
  • a turbocharger 22 is provided to improve the torque and power density of the engine 10.
  • the amount of ethanol injection is dictated either by a predetermined correlation between octane number enhancement and fraction of fuel that is provided by ethanol in an open loop system or by a closed loop control system that uses a signal from the knock sensor 12 as an input to the fuel management microprocessor 14. In both situations, the fuel management processor 14 will minimize the amount of ethanol added to a cylinder while still preventing knock. It is also contemplated that the fuel management microprocessor system 14 could provide a combination of open and closed loop control.
  • ethanol be directly injected into the engine 10.
  • Direct injection substantially increases the benefits of ethanol addition and decreases the required amount of ethanol.
  • Recent advances in fuel injector and electronic control technology allows fuel injection directly into a spark ignition engine rather than into the manifold 20. Because ethanol has a high heat of vaporization there will be substantial cooling when it is directly injected into the engine 10. This cooling effect further increases knock resistance by a considerable amount.
  • port fuel injection of the gasoline in which the gasoline is injected into the manifold rather than directly injected into the cylinder is preferred because it is advantageous in obtaining good air/fuel mixing and combustion stability that are difficult to obtain with direct injection.
  • Ethanol has a heat of vaporization of 840k J/kg, while the heat of vaporization of gasoline is about 350kJ/kg.
  • the attractiveness of ethanol increases when compared with gasoline on an energy basis, since the lower heating value of ethanol is 26.9MJ/kg while for gasoline it is about 44MJ/kg.
  • the heat of vaporization per Joule of combustion energy is 0.031 for ethanol and 0.008 for gasoline. That is, for equal amounts of energy the required heat of vaporization of ethanol is about four times higher than that of gasoline.
  • the ratio of the heat of vaporization per unit air required for stoichiometric combustion is about 94 kJ/kg of air for ethanol and 24 kJ/kg of air for gasoline, or a factor of four smaller.
  • the net effect of cooling the air charge is about four times lower for gasoline than for ethanol (for stoichiometric mixtures wherein the amount of air contains oxygen that is just sufficient to combust all of the fuel).
  • the charge is directly cooled.
  • the amount of cooling due to direct injection of ethanol is shown in Fig. 2. It is assumed that the air/fuel mixture is stoichiometric without exhaust gas recirculation (EGR), and that gasoline makes up the rest of the fuel. It is further assumed that only the ethanol contributes to charge cooling. Gasoline is vaporized in the inlet manifold and does not contribute to cylinder charge cooling.
  • the direct ethanol injection provides about 13 0 C of cooling for each 10% of the fuel energy provided by ethanol. It is also possible to use direct injection of gasoline as well as direct injection of ethanol. However, under certain conditions there can be combustion stability issues.
  • the temperature decrement because of the vaporization energy of the ethanol decreases with lean operation and with EGR, as the thermal capacity of the cylinder charge increases. If the engine operates at twice the stoichiometric air/fuel ratio, the numbers indicated in Fig. 2 decrease by about a factor of 2 (the contribution of the ethanol itself and the gasoline is relatively modest). Similarly, for a 20% EGR rate, the cooling effect of the ethanol decreases by about 25%.
  • the octane enhancement effect can be estimated from the data in Fig. 2.
  • Direct injection of gasoline results in approximately a five octane number decrease in the octane number required by the engine, as discussed by Stokes, et a
  • the contribution is about five octane numbers per 3OK drop in charge temperature.
  • ethanol can decrease the charge temperature by about 120K, then the decrease in octane number required by the engine due to the drop in temperature, for 100% ethanol, is twenty octane numbers.
  • the octane number enhancement is approximately thirty-five octane numbers with a twenty octane number enhancement coming from direct injection cooling and a fifteen octane number enhancement coming from the octane number of ethanol. From the above considerations, it can be projected that even if the octane enhancement from direct cooling is significantly lower, a total octane number enhancement of at least 4 octane numbers should be achievable for every 20% of the total fuel energy that is provided by ethanol.
  • the ethanol and gasoline can be mixed together and then port injected through a single injector per cylinder, thereby decreasing the number of injectors that would be used.
  • the air charge cooling benefit from ethanol would be lost.
  • the ethanol and gasoline can be mixed together and then port fuel injected using a single injector per cylinder, thereby decreasing the number of injectors that would be used.
  • the substantial air charge cooling benefit from ethanol would be lost.
  • the volume of fuel between the mixing point and the port fuel injector should be minimized in order to meet the demanding dynamic octane-enhancement requirements of the engine.
  • An additional benefit of using ethanol for octane enhancement is the ability to use it in a mixture with water. Such a mixture can eliminate the need for the costly and energy consuming water removal step in producing pure ethanol that must be employed when ethanol is added to gasoline at a refinery. Moreover, the water provides an additional cooling (due to vaporization) that further increases engine knock resistance. In contrast the present use of ethanol as an additive to gasoline at the refinery requires that the water be removed from the ethanol.
  • ethanol is not a good lubricant and the ethanol fuel injector can stick and not open, it is desirable to add a lubricant to the ethanol.
  • the lubricant will also denature the ethanol and make it unattractive for human consumption.
  • Fig. 3 illustrates ethanol direct injection and swirl motion for achieving thermal stratification. Ethanol is predominantly on an outside region which is the end-gas region.
  • Fig. 4 illustrates a possible stratification of the ethanol in an inlet manifold with swirl motion and thermal centrifugation maintaining stratification in the cylinder. In this case of port injection of ethanol, however, the advantage of substantial charge cooling may be lost.
  • Fig. 2 With reference again to Fig. 2, the effect of ethanol addition all the way up to 100% ethanol injection is shown. At the point that the engine is 100% direct ethanol injected, there may be issues of engine stability when operating with only stratified ethanol injection that need to be addressed. In the case of stratified operation it may also be advantageous to stratify the injection of gasoline in order to provide a relatively uniform equivalence ratio across the cylinder (and therefore lower concentrations of gasoline in the regions where the ethanol is injected). This situation can be achieved, as indicated in Fig. 4, by placing fuel in the region of the inlet manifold that is void of ethanol.
  • the ethanol used in the invention can either be contained in a separate tank from the gasoline or may be separated from a gasoline/ethanol mixture stored in one tank.
  • the instantaneous ethanol injection requirement and total ethanol consumption over a drive cycle can be estimated from information about the drive cycle and the increase in torque (and thus increase in compression ratio, engine power density, and capability for downsizing) that is desired.
  • a plot of the amount of operating time spent at various values of torque and engine speed in FTP and US06 drive cycles can be used. It is necessary to enhance the octane number at each point in the drive cycle where the torque is greater than permitted for knock free operation with gasoline alone.
  • the amount of octane enhancement that is required is determined by the torque level.
  • a rough illustrative calculation shows that only a small amount of ethanol might be needed over the drive cycle. Assume that it is desired to increase the maximum torque level by a factor of two relative to what is possible without direct injection ethanol octane enhancement. Information about the operating time for the combined FTP and US06 cycles shows that approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque and less than 1 percent of the time is spent above 0.9 maximum torque. Conservatively assuming that 100 % ethanol addition is needed at maximum torque and that the energy fraction of ethanol addition that is required to prevent knock decreases linearly to zero at 50 percent of maximum torque, the energy fraction provided by ethanol is about 30 percent.
  • the fuel management microprocessor system 14 uses ethanol fuel level in the ethanol tank 16 as an input to control the turbocharger 22 (or supercharger or spark retard, not shown).
  • a 4-cylinder engine can produce in the range of 280 horsepower with appropriate turbocharging or supercharging but could also be drivable with an engine power of 140 horsepower without the use of ethanol according to the invention.
  • the impact of a small amount of ethanol upon fuel efficiency through use in a higher efficiency engine can greatly increase the energy value of the ethanol.
  • gasoline consumption could be reduced by 20% due to higher efficiency engine operation from use of a high compression ratio, strongly turbocharged operation and substantial engine downsizing.
  • the energy value of the ethanol including its value in direct replacement of gasoline (5% of the energy of the gasoline), is thus roughly equal to 25% of the gasoline that would have been used in a less efficient engine without any ethanol.
  • the 5% gasoline equivalent energy value of ethanol has thus been leveraged up to a 25% gasoline equivalent value.
  • ethanol can cost roughly up to five times that of gasoline on an energy basis and still be economically attractive.
  • the use of ethanol as disclosed herein can be a much greater value use than in other ethanol applications.
  • ethanol as an exemplary anti-knock agent
  • other anti-knock agents such as tertiary butyl alcohol, or ethers such as methyl tertiary butyl ether (MTBE), ethyl tertiary butyl ether (ETBE), or tertiary amyl methyl ether (TAME).
  • MTBE methyl tertiary butyl ether
  • ETBE ethyl tertiary butyl ether
  • TAME tertiary amyl methyl ether

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Biotechnology (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
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  • Life Sciences & Earth Sciences (AREA)
  • Biodiversity & Conservation Biology (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un système de gestion de carburant permettant un fonctionnement efficace d'un moteur à essence à explosion. Des injecteurs injectent un agent anti-détonant, tel que de l'éthanol, directement dans un cylindre du moteur. Un système de microprocesseur de gestion de carburant commande l'injection de l'agent anti-détonant, de manière à prévenir la détonation et réduire au minimum la quantité d'agent utilisée dans un cycle d'entraînement. L'agent anti-détonant est de préférence de l'éthanol. L'utilisation de l'éthanol peut être encore réduite au minimum par l'injection de manière non homogène dans un cylindre. L'injection d'éthanol supprime la détonation, si bien qu'un rapport de compression supérieure et/ou la réduction de la cylindrée par rapport à la turbocompression ou la suralimentation accrue peuvent être utilisés pour augmenter l'efficacité du moteur.
PCT/US2005/041317 2004-11-18 2005-11-14 Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence WO2006055540A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CA002588385A CA2588385A1 (fr) 2004-11-18 2005-11-14 Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence
JP2007543169A JP2008520905A (ja) 2004-11-18 2005-11-14 ガソリンエンジンの可変エタノールオクタン増強
BRPI0518361-8A BRPI0518361A2 (pt) 2004-11-18 2005-11-14 sistema de motor de igniÇço a centelhas turbocomprimido ou supercomprimido
EP05851653.5A EP1815114A4 (fr) 2004-11-18 2005-11-14 Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence
CN2005800467516A CN101103188B (zh) 2004-11-18 2005-11-14 具有辛烷值增加的火花点火发动机***

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US10/991,774 US7314033B2 (en) 2004-11-18 2004-11-18 Fuel management system for variable ethanol octane enhancement of gasoline engines
US10/991,774 2004-11-18
US11/229,755 2005-09-19
US11/229,755 US7444987B2 (en) 2004-11-18 2005-09-19 Fuel management system for variable anti-knock agent octane enhancement of gasoline engines

Publications (1)

Publication Number Publication Date
WO2006055540A1 true WO2006055540A1 (fr) 2006-05-26

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PCT/US2005/041317 WO2006055540A1 (fr) 2004-11-18 2005-11-14 Systeme de gestion de carburant pour l'amelioration de l'indice d'octane de l'ethanol de moteurs a essence

Country Status (3)

Country Link
EP (1) EP1815114A4 (fr)
CA (1) CA2588385A1 (fr)
WO (1) WO2006055540A1 (fr)

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EP1872001A2 (fr) * 2005-04-06 2008-01-02 The Massachusetts Institute Of Technology Systeme de gestion de carburant optimise pour l'amelioration de moteurs a essence par injection directe d'ethanol
EP1980730A1 (fr) * 2007-04-10 2008-10-15 Ford Global Technologies, Inc. Appareil doté d'un séparateur de combustible mixte et procédé de séparation de combustible mixte
FR2916805A1 (fr) * 2007-06-01 2008-12-05 Renault Sas Dispositif et procede d'estimation d'une quantite d'alcool contenue dans le carburant d'un moteur.
US7647916B2 (en) 2005-11-30 2010-01-19 Ford Global Technologies, Llc Engine with two port fuel injectors
US7694666B2 (en) 2005-11-30 2010-04-13 Ford Global Technologies, Llc System and method for tip-in knock compensation
US7721710B2 (en) 2005-11-30 2010-05-25 Ford Global Technologies, Llc Warm up strategy for ethanol direct injection plus gasoline port fuel injection
US8132555B2 (en) 2005-11-30 2012-03-13 Ford Global Technologies, Llc Event based engine control system and method
EP1975394A3 (fr) * 2007-03-27 2012-05-09 Nissan Motor Co., Ltd. Système de contrôle de combustion pour moteur à combustion interne
US8235024B2 (en) 2007-10-12 2012-08-07 Ford Global Technologies, Llc Directly injected internal combustion engine system
US8245690B2 (en) 2006-08-11 2012-08-21 Ford Global Technologies, Llc Direct injection alcohol engine with boost and spark control
US8267074B2 (en) 2006-03-17 2012-09-18 Ford Global Technologies, Llc Control for knock suppression fluid separator in a motor vehicle
US8312867B2 (en) 2007-12-12 2012-11-20 Ford Global Technologies, Llc On-board fuel vapor separation for multi-fuel vehicle
US8343348B2 (en) 2009-07-10 2013-01-01 Ngk Insulators, Ltd. Method for producing carbon film, carbon film and separator
US8375899B2 (en) 2008-05-08 2013-02-19 Ford Global Technologies, Llc On-board water addition for fuel separation system
US8453627B2 (en) 2007-08-10 2013-06-04 Ford Global Technologies, Llc Hybrid vehicle propulsion system utilizing knock suppression
US9038613B2 (en) 2007-12-21 2015-05-26 Ford Global Technologies, Llc Fuel rail assembly including fuel separation membrane

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Cited By (24)

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Publication number Priority date Publication date Assignee Title
EP1872001A4 (fr) * 2005-04-06 2014-10-15 Massachusetts Inst Technology Systeme de gestion de carburant optimise pour l'amelioration de moteurs a essence par injection directe d'ethanol
EP1872001A2 (fr) * 2005-04-06 2008-01-02 The Massachusetts Institute Of Technology Systeme de gestion de carburant optimise pour l'amelioration de moteurs a essence par injection directe d'ethanol
US7721710B2 (en) 2005-11-30 2010-05-25 Ford Global Technologies, Llc Warm up strategy for ethanol direct injection plus gasoline port fuel injection
US8393312B2 (en) 2005-11-30 2013-03-12 Ford Global Technologies, Llc Event based engine control system and method
US8132555B2 (en) 2005-11-30 2012-03-13 Ford Global Technologies, Llc Event based engine control system and method
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