Multiple Combustion Mode Engine Using Direct Alcohol Injection

• US 20080127933A1
• Filed: 12/01/2006
• Published: 06/05/2008
• Est. Priority Date: 12/01/2006
• Status: Active Grant

• Current Assignee: Ethanol Boosting Systems, LLC, Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ethanol Boosting Systems, LLC, Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Davis, George, Zubeck, Michael, Bromberg, Leslie, Cohn, Daniel R., Heywood, John B., Stein, Robert, Blumberg, Paul
• Granted Patent: US 7,461,628 B2
• Time in Patent Office: Days
• US Class Current: 123/304
• CPC Class Codes: F01N 11/00 Monitoring or diagnostic devices for exhaust-gas treatment apparatus , e.g. for catalytic activity safety, indicating or supervising devices for internal combustion engines F02B77/08; testing of machines G01M13/00
• CPC Class Codes: F01N 11/002 the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 11/00 Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
• CPC Class Codes: F02B 17/005 having direct injection in the combustion chamber
• CPC Class Codes: F02D 19/061 by controlling fuel injectors
• CPC Class Codes: F02D 19/0655 at least one fuel being an alcohol, e.g. ethanol F02D19/084 takes precedence
• CPC Class Codes: F02D 19/0689 for in-cylinder direct injection
• CPC Class Codes: F02D 19/0692 Arrangement of multiple injectors per combustion chamber
• CPC Class Codes: F02D 19/081 Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
• CPC Class Codes: F02D 19/084 Blends of gasoline and alcohols, e.g. E85
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02D 41/3064 with special control during transition between modes
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 Use of alternative fuels, e.g. biofuels

Abstract

A method of operating an engine, comprising of performing homogeneous charge compression ignition combustion during a first operating condition, and performing spark ignition combustion during a second operating condition, where an amount of directly injected alcohol in at least one of said homogeneous charge compression ignition combustion and said spark ignition combustion is varied in response to at least an operating parameter.

Claims

1. A method of operating an engine, comprising:

performing homogeneous charge compression ignition combustion during a first operating condition; and

performing spark ignition combustion during a second operating condition; and

transitioning between said homogeneous charge compression ignition and said spark ignition combustion, where an amount of alcohol in at least one of said homogeneous charge compression ignition combustion and in said spark ignition combustion is varied in response to the transition, where variation of the amount of alcohol during the transition is further based on an operating parameter of the transition.

2. The method of claim 1 where the alcohol is directly injected.

3. The method of claim 2, wherein the engine is fueled by gasoline and by directly injected alcohol, and where during the transition, said amount of alcohol in said homogeneous charge compression ignition combustion is temporarily increased and an air-fuel ratio during the transition is also temporarily enriched.

4. The method of claim 3 wherein the alcohol is further port fuel injected, where a ratio of directly injected to port fuel injected alcohol is varied so as to vary knock suppression

5. The method of claim 1, wherein said operating parameter includes at least one of temperature, turbo charging, and engine torque, and where during the transition between homogeneous charge compression ignition combustion and spark ignition combustion, the engine temporarily concurrently operates with some cylinders carrying out spark ignition combustion and some cylinders carrying out homogeneous charge compression ignition combustion.

6. The method of claim 1, wherein said operating parameter includes knock, and where said first operating condition includes at least one of a lower engine speed and lower engine load than said second operating condition.

7. The method of claim 1, wherein said amount of alcohol is varied by varying a relative amount of alcohol to gasoline that is injected into the engine, where during spark ignition combustion, said amount of alcohol is adjusted to reduce tendency of knock, and where during homogenous charge compression ignition combustion, said amount of alcohol is adjusted to vary timing of compression ignition.

8. The method of claim 7, wherein said alcohol and said gasoline are injected directly into at least one cylinder of the engine via a direct injector, and where said amount of alcohol during spark ignition combustion is adjusted in response to engine knock.

9. The method of claim 7, wherein said alcohol is injected into the engine via a first injector and said gasoline is injected into the engine via a second injector.

10. The method of claim 7, wherein said relative amount of alcohol to gasoline is increased as temperature of the engine increases.

11. The method of claim 7, wherein said relative amount of alcohol to gasoline is increased as a level of knock increases.

12. The method of claim 1, further comprising, adjusting a timing of said homogeneous charge compression ignition combustion by varying an amount of alcohol delivered to the engine and a delivery timing of alcohol to the engine.

13. The method of claim 12, wherein said amount of alcohol is at least one of an absolute amount of alcohol delivered to the engine and a relative amount of alcohol to gasoline that is delivered to the engine.

14. The method of claim 1, wherein said alcohol includes ethanol and where a compression ratio of the engine is greater than 13:

1.

15-18. -18. (canceled)

19. An engine system, comprising:

at least one combustion chamber;

a fuel system for delivering a first fuel including gasoline and a second fuel including alcohol to the combustion chamber; and

a control system to transition the combustion chamber from an auto-ignition combustion mode to a spark ignition combustion mode, where in response to the transition, the control system provides a rich air-fuel ratio with at least some of said second fuel delivered to the combustion chamber.

20. The engine system of claim 19, where in response to the transition from the auto-ignition combustion mode to the spark ignition combustion mode, the control system is further configured to increase the ratio of the second fuel including alcohol to the first fuel including gasoline and wherein said alcohol includes ethanol and said auto-ignition combustion mode includes combustion by homogeneous charge compression ignition, the control system further configured to increase the amount of the second fuel including alcohol in response to a level of knock, where said combustion chamber has a compression ratio of at least 13:

1.

21. The engine system of claim 19, further including at least an exhaust valve for controlling a level of exhaust gas retained by the combustion chamber and wherein said control system is further configured to vary the amount of the second fuel including alcohol in response to a timing of said exhaust valve;

wherein the engine system further comprises a catalyst arranged in an exhaust stream of the combustion chamber, wherein the control system is further configured to vary the amount of the first fuel including alcohol to the combustion chamber in response to a condition of the catalyst; and

wherein the condition of the catalyst includes at least one of a temperature of the catalyst and level of oxygen stored by the catalyst.

22. The engine system of claim 19 further comprising, a spark plug for initiating combustion at least during said spark ignition combustion mode and where the control system is further configured to vary the spark timing to adjust an amount of torque produced by the engine in response to said transition.

26. The system of claim 19, where the controller further varies an amount of the second fuel in response to a number of combustion events from the transition.

23. A method for an engine operable in each of an HCCI and a SI combustion mode, the engine coupled to a control module and at least one real time sensor indicative of engine knock or location of peak combustion pressure, the method comprising:

operating in HCCI mode at low load and SI mode at high load, with a knock suppressing fuel mixture added in each mode to control combustion and to avoid knock and where a transition between modes and an amount and timing of the knock suppressing fuel mixture during the transition is determined from both information stored in the control module and by feedback from the real time sensor, where said addition enables increased manifold pressure operation.

24. The method of claim 23 further comprising staring the engine in the SI mode and enabling transitions into HCCI operation after sufficient warm-up.

25. The method of claim 23 where during a transition between HCCI mode and SI mode, the engine temporarily operates with some cylinders in SI mode and others in HCCI mode.

27. A method of operating an engine, comprising:

performing homogeneous charge compression ignition combustion during a first operating condition;

performing spark ignition combustion during a second operating condition; and

transitioning from said homogeneous charge compression ignition to said spark ignition combustion, where a knock suppression is increased at least during a first spark ignition combustion during the transition compared to that of a previous homogenous charge compression ignition combustion; and

varying an amplitude and duration of enrichment during the transition in response to operating parameters.

28. The method of claim 27, further comprising varying a number of engine events of enrichment after the first spark ignition combustion, the number varied in response to catalyst volume to be reactivated, amount of enrichment, and duration of enrichment.