CN101103188A - 汽油发动机的可变乙醇辛烷值增加 - Google Patents
汽油发动机的可变乙醇辛烷值增加 Download PDFInfo
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Abstract
用于火花点火汽油发动机的高效运行的燃料管理系统。喷射器将例如乙醇的防爆剂直接喷射到发动机气缸中。燃料管理微处理器系统控制防爆剂的喷射,从而控制爆震并将在驱动循环中所使用的防爆剂的量减到最小。优选的防爆剂是乙醇。通过在气缸中以不均匀的方式喷射,能够进一步最小化乙醇的使用。乙醇喷射抑制爆震,从而由于增强的涡轮增压或压缩机机械增压导致的较高压缩比和/或发动机尺寸减小可用来提高发动机的效率。
Description
技术领域
本发明涉及使用防爆剂以提高发动机效率的火花点火汽油发动机,所述防爆剂是具有比汽油高的辛烷值的例如乙醇的液体燃料。
背景技术
已知通过高压缩比运行并且特别通过缩小发动机尺寸,能够提高火花点火(SI)汽油发动机的效率。通过使用由涡轮增压或压缩机机械增压的相当大的压力提升,能够缩小发动机尺寸。这种压力提升使在明显较小的发动机中获得同样的性能成为可能。参见J.Stokes等的“AGasoline Engine Concept For Improved Fuel Economy-The Lean-BoostSystem”,SAE Paper 2001-01-2902。然而,发动机爆震的发生限制了使用这些技术来提高发动机效率。爆震是燃料的不期望的爆燃,并且能够严重地损坏发动机。如果能够防止爆震,那么能够利用高压缩比运行和高增压来增加25%的发动机效率。
辛烷值表示燃料对爆震的抗性,但高辛烷值汽油的使用仅不太大地减轻爆震的趋势。例如,常规汽油与优质汽油之间的差一般是六个辛烷值。这显著小于完全实现高压缩比或涡轮增压运行的效率益处所需要的。因此,需要一种实际可行的方法来达到高得多的辛烷值增加水平,使得发动机能够更为有效率地运行。
已知在炼油厂加入少量乙醇来替代部分汽油。乙醇具有110(相比于优质汽油的95)(参见J.B.Heywood,“Internal Combustion EngineFundamentals”McGraw Hill,1988,p.477)的混合辛烷值(ON),并且由于其是再生能源、生物燃料,所以乙醇还是有吸引力的,但是此前已经加入到汽油中的少量乙醇对发动机性能的影响相对较小。乙醇比汽油贵很多,并且由于可用于乙醇生产的生物数量相对有限,所以容易获得的乙醇量大大小于汽油量。本发明的目的是将用于实现给定水平的发动机效率增加的乙醇或其它防爆剂的用量减到最小。通过将乙醇的使用限制到运行循环中需要在较高负载状况下防止爆震的相对少的时间部分,并且通过在这些时候将它的使用减到最小,能够将所需的乙醇量限制到火花点火汽油发动机所使用的燃料的相对较小分数。
发明内容
在一方面,本发明是一种燃料管理系统,用于包括例如乙醇的防爆剂源的火花点火汽油发动机的高效运行。喷射器将乙醇直接喷射到发动机的气缸中,并且燃料管理系统控制防爆剂喷射到气缸中,以使用最少的防爆剂来控制爆震。优选的防爆剂是乙醇。乙醇具有高的汽化热,从而当其直接喷射入发动机时,气缸的空气-燃料充气(charge)显著冷却。除了由相对较高的乙醇辛烷值提高爆震阻力之外,这种冷却效应还相当大量地减小发动机的辛烷值要求。还可以使用甲醇、叔丁醇、MTBE、ETBE和TAME。在本文中无论在何处使用乙醇,都应当理解为其它的防爆剂是可以预料的。
燃料管理系统使用可使用微处理器的燃料管理控制系统,该微处理器根据辛烷值增加与防爆剂提供的燃料部分之间的预定关系以开环方式工作。为了节约乙醇,优选的是仅在要求爆震阻力的驱动循环的部分内添加乙醇,并且在这些时段内它的使用被减到最小。可选择地,汽油发动机可包括爆震传感器,该爆震传感器以闭环的方式提供反馈信号到燃料管理微处理器系统以最小化被添加用来防止爆震的乙醇的量。
在一个实施例中,喷射器将乙醇分层以在气缸中提供非均匀的沉积。例如,可以靠近气缸壁喷射乙醇,并且涡漩可在壁附近产生环形的乙醇。
在本发明的这个方面的另一个实施例中,该系统包括包括当乙醇的量低时,在包含防爆剂的源中测量例如乙醇的防爆剂的量,从而控制涡轮增压、压缩机机械增压或点火延迟。
对于由乙醇提供的燃料能量的每个10%,乙醇的直接喷射大体上提供13℃的温度下降。对于来自乙醇的发动机能量的每个20%,能够获得最少4个辛烷值的瞬时辛烷值增加。
附图说明
图1是这里所公开的本发明的一个实施例的方框图。
图2是作为由乙醇提供的能量分数的函数的气缸内温度下降曲线图。
图3是使用直接喷射和涡旋运动以实现热分层的冷却器乙醇充气(charge)的分层的示意图。
图4是示出了在进气歧管中分层的乙醇的示意图。
图5是本发明一实施例的方框图,其中燃料管理微处理器用于根据燃料箱中的乙醇量控制涡轮增压器和点火延迟。
具体实施方式
首先参照图1,火花点火汽油发动机10包括爆震传感器12和燃料管理微处理器系统14。燃料管理微处理器系统14控制从乙醇箱16直接喷射例如乙醇的防爆剂。燃料管理微处理器系统14还控制从汽油箱18到发动机歧管20中的汽油输送。提供涡轮增压器22以提高发动机10的扭矩和功率密度。由在开环系统中由乙醇所提供的燃料分数与辛烷值增加之间的预定关系,或由使用来自爆震传感器12的信号作为燃料管理微处理器14的输入的闭环控制系统决定乙醇喷射量。在两种情况中,燃料管理处理器14将加到气缸中的乙醇量减到最小而仍然防止爆震。还可以预料的是,燃料管理微处理器系统14能够提供开环和闭环控制的组合。
如图1所示,优选的是,乙醇被直接喷射到发动机10中。直接喷射相当大地提高了乙醇添加的益处,并且减低了乙醇的需求量。在燃料喷射器和电控制技术上的新进展允许燃料直接喷射到火花点火发动机中,而不是喷射到歧管20中。因为乙醇具有高的汽化热,所以当其直接喷射到发动机10中时将会产生相当大的冷却。这种冷却效果进一步相当大地增加了爆震阻力。在图1的实施例中,因为在获得由直接喷射难于获得的好的空气/燃料混合及燃烧稳定性方面是有利的,所以汽油被喷射到歧管中而不是直接喷射到气缸中的汽油的气口燃料喷射是优选的。
乙醇具有840kJ/kg的汽化热,而汽油的汽化热大约是350kJ/kg。当在能量基础上与汽油进行比较时,乙醇的吸引力增加,因为乙醇的低热值是26.9MJ/kg,而对于汽油它是大约44MJ/kg。从而,每焦耳燃烧能量的汽化热对于乙醇为0.031,并且对于汽油为0.008。即,对于相同量的能量,乙醇所需的汽化热大约是汽油的四倍。按化学计量的燃烧所需的每单位空气汽化热的比率对于乙醇为大约94kJ/kg空气,并且对于汽油为24kJ/kg空气或者是四分之一。因此,汽油与乙醇相比,冷却进入空气的净效应大约为四分之一(对于空气量包括了正好足以燃烧所有燃料的氧的按化学计量的混合物)。
在根据本发明的一个方面的乙醇直接喷射的情况下,充气被直接冷却。由直接喷射乙醇导致的冷却量如图2中所示。假定空气/燃料混合物是按化学计量的而没有废气再循环(EGR),并且假定汽油构成剩余燃料。进一步假定仅是乙醇促成充气冷却。汽油在入口歧管中汽化,并且促成气缸充气冷却。对于由乙醇提供的燃料能量的每个10%,直接乙醇喷射提供大约13℃的冷却。还能够使用汽油直接喷射和乙醇直接喷射。然而,在某些条件下,可能存在燃烧稳定性问题。
随着气缸充气的热容的增加,由于乙醇的汽化能的温度递减随着稀运行和EGR而降低。如果发动机以两倍化学计量的空气/燃料比运行,图2中所示的数值减少到大约一半(乙醇本身和汽油的影响是相对适中的)。同样地,对于20%的EGR率,乙醇的冷却效果降低大约25%。
能够从图2中的数据估测辛烷值增加的效果。汽油的直接喷射导致发动机所需要的辛烷值大约降低5个辛烷值,如Stokes等所论述。从而充气温度每降低30K,该影响大约是5个辛烷值。当乙醇能够降低大约120K的充气温度时,那么对于100%的乙醇,由温度降低导致的发动机所需的辛烷值降低20个辛烷值。因此,当由乙醇提供100%的燃料时,辛烷值增加近似为35个辛烷值,其中20个辛烷值增加来自于直接喷射冷却,而15个辛烷值增加来自于乙醇的辛烷值。出于上述考虑,能够设想,即使来自直接冷却的辛烷值增加是显著低的,对于由乙醇提供的总燃料能量的每个20%,也能够实现至少4个辛烷值的总辛烷值增加。
可选择地,能够将乙醇和汽油混合在一起,并且随后通过每个气缸单个喷射器进行气口喷射,因此减少了要使用的喷射器数量。然而,将失去得益于乙醇的空气充气冷却。
可选择地,能够将乙醇和汽油混合在一起,并且随后通过每个气缸使用单个喷射器进行气口燃料喷射,因此减少了要使用的喷射器数量。然而,将失去得益于乙醇的相当大的空气充气冷却。在混合点和气口燃料喷射器之间的燃料体积将减到最小,以便满足苛求的发动机动态辛烷值增加的要求。
除详细计算之外,还能从实验室和车辆试验中由直接乙醇喷射的给定量得到辛烷值增加的实际值的相对精确的判断。燃料管理微处理器系统14能够利用这些相互关系。
使用乙醇用于辛烷值增加的另外益处是能够在具有水的混合物中使用它。这样一种混合物能够在生成纯净乙醇的过程中除去对昂贵的并且消耗能量的水去除步骤的需要,当在炼油厂中将乙醇加入到汽油中时必须使用上述步骤。此外,水提供了另外的冷却(由于汽化),这进一步增加了发动机爆震阻力。相比之下,当前在炼油厂将乙醇作为汽油添加剂需要从乙醇中去除水。
由于与汽油不同,乙醇不是好的润滑剂,并且乙醇燃料喷射器能够粘住且不能打开,所以期望向乙醇中加入润滑剂。润滑剂还将使乙醇变性,并且使其对人类消费没有吸引力。
利用乙醇添加的分层(非均匀沉积),可以实现对于给定辛烷值增加量所需的乙醇的进一步减少。能够使用直接喷射将乙醇布置在最需要降低暴震的气缸壁附近。直接喷射可以结合涡漩一起使用。在发动机中的乙醇的这种分层进一步降低了获得给定辛烷值增加量所需要的乙醇量。由于仅乙醇是直接喷射的,并且由于通过喷射过程和热离心作用使其分层,所以能够避免与汽油直接喷射(GDI)相关的点火稳定性问题。
优选的是,乙醇加入到组成尾气并易于自燃的那些区域。这些区域接近于气缸壁。由于尾气包括大约25%的燃料,所以通过将乙醇分层能够实现所需的乙醇量的显著减少。
在发动机10具有大体上有组织的运动(例如涡漩)的情况下,冷却将导致使排气热分层(由于不同温度而导致不同密度的区域的离心分离)的力。由于温度降低,所以乙醇添加的效果是增加气体密度。随着涡漩,乙醇混合物将自动移动到尾气存在的区域,并且因此增加所喷射的乙醇的抗爆震效用。压缩冲程对涡漩运动影响不大,因此涡漩运动比翻转型运动更好地继续存在,所述翻转型运动驱动紊流向上死点(TDC)并随后耗散。应当指出的是,相对适中的涡漩导致巨大的分离(离心)力。在5cm半径气缸内3m/s的涡漩运动产生大约200m/s2、或大约20g′s的加速度。
图3示出了用于获得热分层的乙醇直接喷射和涡漩运动。乙醇在作为尾气区域的外侧区域上是占优势的。图4示出了伴随着涡漩运动和热离心在气缸内保持分层,在入口歧管内的可能的乙醇分层。然而,在这种乙醇的气口喷射的情况下,可能失去相当大的充气冷却的优点。
再次参照图2,示出了一直到100%乙醇喷射的乙醇添加的效果。在发动机是100%直接乙醇喷射的情况下,可能需要解决当仅采用分层乙醇喷射进行操作时的发动机稳定性问题。在分层操作的情况下,还可能有利的是将汽油的喷射分层以便横跨气缸提供相对一致的当量比(以及因此在这些喷射乙醇的区域内汽油的浓度较低)。如图4所示,通过将燃料放置在没有乙醇的入口歧管的区域内,能够实现这种状态。
本发明中使用的乙醇可以包含在从汽油分离的箱中,或者可以从存储在一个箱中的汽油/乙醇混合物分离。
根据关于驱动循环以及所期望的扭矩增加(并且因此增加压缩比、发动机功率密度、和缩小尺寸的能力)的信息,能估测在一个驱动循环上的瞬时乙醇喷射要求和总乙醇消耗。可以使用在FTP和US06驱动循环中在各种扭矩和发动机速度值下耗用的运行时间量的图表。必须在该驱动循环的扭矩大于仅使用汽油的无爆震运行所允许的扭矩的每个点处增加辛烷值。由扭矩水平决定所要求的辛烷值增加量。
粗略的直观计算表明,在驱动循环中可能仅需要少量的乙醇。假定相对于没有直接喷射乙醇辛烷值增加时可能的扭矩,期望将最大扭矩水平增加到两倍。关于用于组合的FTP和US06循环的运行时间的信息表明,大约只有10%的时间耗用在大于0.5倍最大扭矩的扭矩水平上,而少于1%的时间耗用在大于0.9倍最大扭矩。保守地假定,在最大扭矩下需要100%的乙醇添加,并且防止爆震所需的乙醇添加的能量分数在50%最大扭矩处线性地减少到零,则由乙醇提供的能量部分大约是30%。在一个驱动循环期间,由于在发动机运行在大于50%最大扭矩的10%的时间内,燃料的消耗量大约是低于50%最大扭矩时所消耗的两倍,所以大约20%的总燃料能量消耗在大于50%最大扭矩的情况下。因此,在该驱动循环期间所消耗的乙醇能量量值大约为总燃料能量的6%(30%×0.2)。
在这种情况下,虽然在最高扭矩值处需要100%的乙醇添加,但是在该驱动循环上仅平均需要6%的乙醇添加。通过根据驱动循环的需要而改变添加水平,能够更为有效地使用乙醇。
由于乙醇较低的燃烧热,所以所需要的乙醇量将为汽油燃料重量的大约9%或体积的大约9%(由于乙醇和汽油的密度是相当的)。然后,在具有20加仑的汽油箱的汽车中,将需要大约1.8加仑容量的分离的箱。所存储的乙醇含量按重量计算将大约是汽油含量的9%,该数值与现在的新配方汽油没有大的差别。乙醇添加的分层可以将该量减小到小于一半。可以可选择地使用在线乙醇蒸馏系统,但将伴有从涡轮增压可获得的增加扭矩和动力的消除或降低。
由于相对少的乙醇量和当前乙醇燃料供给基础设施的缺乏,所以重要的是如果车辆上没有乙醇该乙醇车辆也可操作。可以设计发动机系统使得虽然当不能获得乙醇时扭矩和动力优势将下降,但是通过降低或消除涡轮增压的能力和/或通过增加点火延迟以便避免爆震,将仍然能够操作车辆。如图5所示,燃料管理微处理器系统14使用乙醇箱16中的乙醇燃料水平作为输入来控制涡轮增压器22(或未示出的压缩机机械增压器或点火延迟)。作为一个例子,根据本发明,通过按需要的乙醇辛烷值增加,四气缸发动机能够通过适当的涡轮增压或压缩机机械增压形成在280马力的范围内,但还能够以140马力的发动机功率驱动,而不需要使用乙醇。
通过用于高效发动机中的少量乙醇对燃料效率的影响能够大大增加乙醇的能量值。例如,由于使用高压缩比、强劲的涡轮增压操作以及相当大的发动机尺寸缩小的高效率发动机的工作,汽油消耗能够减少20%。从而,包括其直接替换汽油的数值(5%的汽油能量)的乙醇能量值大约等于在没有任何乙醇的低效发动机中应当使用的汽油的25%。从而,乙醇的5%汽油当量能量值提升到25%汽油当量值。因此,在能量的基础上,乙醇的成本大约达到汽油的5倍,并且仍然在经济上具有吸引力。如这里所公开的乙醇的使用与其它乙醇应用相比,可具有更大的价值。
虽然上述讨论的特征在于乙醇作为示例性防爆剂,但是可以将相同的方法应用于其它高辛烷值燃料和例如甲醇(每单元燃料具有较高的汽化能量)的具有高汽化能量的燃料添加剂、以及其它防爆剂,例如叔丁醇或例如甲基叔丁基醚(MTBE)、乙基叔丁基醚(ETBE)、或叔戊基甲基醚(TAME)的醚。
应当认识到,这里所公开的本发明的修改和改变对本领域技术人员来说是显而易见的,并且其意味着所有这些修改和改变包括在所附权利要求的范围之内。
Claims (85)
1.用于火花点火汽油发动机的运行的燃料管理系统,包括:
汽油发动机;
防爆剂的源;
喷射器,用于将该防爆剂直接喷射到发动机的气缸中;和
燃料管理控制系统,用于控制将该防爆剂喷射到气缸中以控制爆震。
1.如权利要求1所述的系统,其中所述喷射器在气缸中沉积所述防爆剂以提供非均匀的沉积。
2.如权利要求2所述的系统,其中所述防爆剂沉积在气缸壁附近。
3.如权利要求2所述的系统,其中通过直接喷射和充气涡漩获得所述非均匀沉积。
4.如权利要求1所述的系统,其中从乙醇、甲醇、叔丁醇、MTBE、ETBE和TAME组成的组中选择所述防爆剂。
5.如权利要求1所述的系统,其中所述燃料管理系统包括微处理器,该微处理器根据所需辛烷值增加与由所述防爆剂提供的燃料的部分之间的预定关系以开环方式工作。
6.如权利要求1所述的系统,其中所述汽油发动机包括爆震传感器,该爆震传感器以闭环方式提供反馈信号到燃料管理微处理器以最小化被添加用来防止爆震的所述防爆剂的量。
7.如权利要求1所述的系统,其中所述防爆剂是乙醇。
8.如权利要求8所述的系统,其中所述乙醇与水混合。
9.如权利要求8所述的系统,其中所述乙醇与润滑剂混合。
10.如权利要求1所述的系统,其中所述发动机具有大体上有组织的运动,例如涡漩。
11.如权利要求1所述的系统,其中该系统包括当防爆剂的量低时,在所述源中测量防爆剂的量,以控制涡轮增压、压缩机机械增压或点火延迟。
12.如权利要求1所述的系统,其中仅在需要爆震阻力的驱动循环的部分中添加所述防爆剂。
13.如权利要求1所述的系统,其中将汽油气口喷射到所述发动机。
14.如权利要求1所述的系统,其中将所述汽油直接喷射到所述气缸中。
15.如权利要求8所述的系统,其中对于由所述乙醇提供的燃料能量的每个10%,乙醇的直接喷射大体上提供13℃的温度下降。
16.如权利要求1所述的系统,其中所述燃料管理系统大体上使在驱动循环上所使用的防爆剂的量减到最小。
17.如权利要求8所述的系统,其中当气缸中20%的燃料能量来自于乙醇时,获得最少4个辛烷值的辛烷值增加。
18.如权利要求1所述的系统,其中当所述防爆剂不可用时,降低或消除涡轮增压或压缩机机械增压和/或增加点火延迟。
19.如权利要求8所述的系统,其中在气缸壁附近喷射乙醇,并且涡漩产生环形的乙醇。
20.如权利要求8所述的系统,其中所述发动机以基本上按化学计量的空气/燃料比运行。
21.如权利要求8所述的系统,其中仅在需要爆震阻力的驱动循环的部分添加所述乙醇,并且在那些时段使乙醇的使用降到最少。
22.如权利要求8所述的系统,其中所述乙醇与汽油/乙醇混合物分离。
24.如权利要求8所述的系统,其中通过直接喷射乙醇,发生爆震的发动机扭矩能够增加至少两倍。
25.如权利要求8所述的系统,其中通过使用乙醇辛烷值增加,能够使给定尺寸的发动机的马力至少增加至两倍。
26.如权利要求8所述的系统,其中由于较高效率的发动机运行,汽油消耗减少至少20%。
27.用于操作火花点火汽油发动机的燃料管理系统,包括:
汽油发动机;
乙醇的源;
喷射器,用于将该乙醇直接喷射到该发动机的气缸中;和
燃料管理控制系统,当发动机扭矩在最大扭矩的选定分数之上时,该燃料管理控制系统用来控制将乙醇喷射到气缸中。
28.如权利要求27所述的系统,其中直接喷射乙醇的扭矩水平是没有乙醇喷射而将发生爆震的那些扭矩水平。
29.如权利要求27所述的系统,其中由直接喷射乙醇提供的总燃料的分数随着增加的扭矩而增加。
30.如权利要求27所述的系统,其中汽油是气口燃料喷射的。
31.如权利要求27所述的系统,其中到达并且包括大体上100%的燃料可由所述乙醇提供。
32.如权利要求27所述的系统,其中随着增加的扭矩,辛烷值增加。
33.如权利要求27所述的系统,其中实现超过20个辛烷值的辛烷值增加。
34.如权利要求27所述的系统,其中所述燃料管理系统包括微处理器,该微处理器根据所需辛烷值增加与由乙醇提供的燃料分数之间的预定关系以开环方式工作。
35.如权利要求27所述的系统,其中所述汽油发动机包括爆震传感器,该爆震传感器以闭环方式提供反馈信号到燃料管理微处理器以使被添加用来防止爆震的乙醇量减到最少。
36.如权利要求27所述的系统,其中所述喷射器在气缸中提供非均匀的乙醇沉积。
37.如权利要求36所述的系统,其中所述乙醇沉积在气缸壁附近。
38.如权利要求36所述的系统,其中通过直接喷射和充气涡漩获得所述非均匀沉积。
39.如权利要求27所述的系统,其中所述乙醇与水混合。
40.如权利要求27所述的系统,其中所述乙醇与润滑剂混合。
41.如权利要求27所述的系统,其中所述发动机具有大体上有组织的运动,例如涡漩。
42.如权利要求27所述的系统,其中该系统包括当乙醇的量低时,测量可用的乙醇量以控制涡轮增压、压缩机机械增压或点火延迟。
43.如权利要求27所述的系统,其中将所述汽油直接喷射到所述气缸中。
44.如权利要求27所述的系统,其中对于由所述乙醇提供的燃料能量的每个10%,乙醇的直接喷射大体上提供13℃的温度下降。
45.如权利要求27所述的系统,其中所述燃料管理系统大体上使在驱动循环上所使用的乙醇量减到最小。
46.如权利要求27所述的系统,其中当气缸中20%的燃料能量来自于乙醇时,获得最少4个辛烷值的辛烷值增加。
47.如权利要求27所述的系统,其中当乙醇不可用时,减少或消除涡轮增压或压缩机机械增压,和/或增加点火延迟。
48.如权利要求27所述的系统,其中所述发动机以大体上按化学计量的空气/燃料比运行。
49.如权利要求27所述的系统,其中所述乙醇与汽油/乙醇混合物分离。
50.如权利要求27所述的系统,其中所述发动机能够仅使用汽油运行,并且通过减小对应于当将乙醇直接喷射到气缸中时的值的最大扭矩和马力,能够避免爆震。
51.如权利要求50所述的系统,其中所述马力至少减少到一半。
52.如权利要求27所述的系统,其中所述燃料管理微处理器控制系统使用乙醇箱中的乙醇水平作为输入来控制涡轮增压器、压缩机机械增压器或点火延迟。
53.如权利要求55所述的系统,其中调整所述涡轮增压器、压缩机机械增压器或点火延迟以防爆震。
54.用于操作火花点火汽油发动机的燃料管理系统,包括:
汽油发动机;
防爆剂的源;
喷射器,用于将该防爆剂直接喷射到该发动机的气缸中;和
燃料管理控制系统,用于控制将该防爆剂喷射到气缸中,从而控制爆震;其中从甲醇、叔丁醇、MTBE、ETBE和TAME组成的组中选择该防爆剂。
55.如权利要求54所述的系统,其中所述防爆剂与水混合。
56.如权利要求54所述的系统,其中所述防爆剂与润滑济混合。
57.如权利要求24所述的系统,其中靠近气缸壁喷射所述防爆剂,并且涡漩产生防爆剂的环。
58.如权利要求54所述的系统,其中所述发动机以大体上按化学计量的空气/燃料比运行。
59.如权利要求54所述的系统,其中仅在需要爆震阻力的驱动循环的部分添加所述防爆剂,并且在那些时段使所述防爆剂的使用降到最少。
60.如权利要求54所述的系统,其中通过直接喷射所述防爆剂,发生爆震的所述发动机扭矩能够增加到至少两倍。
61.如权利要求54所述的系统,其中通过使用防爆剂辛烷值增加,给定尺寸的发动机的马力可以至少增加到两倍。
62.用于操作火花点火汽油发动机的燃料管理系统,包括:
汽油发动机;
防爆剂的源;
喷射器,用于将该防爆剂直接喷射到该发动机的气缸中;和
燃料管理控制系统,当发动机扭矩在最大扭矩的选定分数之上时,该燃料管理控制系统用来控制将该防爆剂喷射到气缸中。
63.如权利要求62所述的系统,其中从甲醇、叔丁醇、MTBE、ETBE和TAME组成的组中选择所述防爆剂。
64.如权利要求62所述的系统,其中直接喷射防爆剂的扭矩水平是没有防爆剂喷射将发生爆震的那些扭矩水平。
65.如权利要求62所述的系统,其中通过直接喷射防爆剂而提供的总燃料的分数随着扭矩增加而增加。
66.如权利要求62所述的系统,其中汽油是气口燃料喷射的。
67.如权利要求62所述的系统,其中辛烷值随着扭矩增加而增加。
68.如权利要求62所述的系统,其中实现超过20个辛烷值的辛烷值增加。
69.如权利要求62所述的系统,其中所述燃料管理系统包括微处理器,该微处理器根据所需辛烷值增加与由所述防爆剂提供的燃料分数之间的预定关系以开环方式工作。
70.如权利要求62所述的系统,其中所述汽油发动机包括爆震传感器,该爆震传感器以闭环方式提供反馈信号到燃料管理微处理器以最小化被添加用来防止爆震的防爆剂的量。
71.如权利要求62所述的系统,其中所述喷射器在气缸中提供非均匀的所述防爆剂沉积。
72.如权利要求71所述的系统,其中所述防爆剂沉积在气缸壁附近。
73.如权利要求71所述的系统,其中通过直接喷射和充气涡漩获得所述非均匀沉积。
74.如权利要求62所述的系统,其中所述防爆剂与水混合。
75.如权利要求62所述的系统,其中所述防爆剂与润滑剂混合。
76.如权利要求62所述的系统,其中所述发动机具有大体上有组织的运动,例如涡漩。
77.如权利要求62所述的系统,其中该系统包括当防爆剂的量低时,测量可用防爆剂的量以控制涡轮增压、压缩机机械增压或点火延迟。
78.如权利要求62所述的系统,其中将所述汽油直接喷射到所述气缸中。
79.如权利要求62所述的系统,其中所述燃料管理系统大体上使在驱动循环上所使用的防爆剂的量减到最小。
80.如权利要求62所述的系统,其中当防爆剂不可用时,减少或消除涡轮增压或压缩机机械增压,和/或增加点火延迟。
81.如权利要求62所述的系统,其中所述发动机以大体上按化学计量的燃料/空气比运行。
82.如权利要求62所述的系统,其中所述发动机能够仅使用汽油运行,并且通过减小对应于当将防爆剂直接喷射到气缸中时的值的最大扭矩和马力,能够避免爆震。
83.如权利要求82所述的系统,其中所述马力至少减少到一半。
84.如权利要求62所述的系统,其中所述燃料管理控制系统使用乙醇箱中的防爆剂水平作为输入来控制涡轮增压器、压缩机机械增压器或点火延迟。
85.如权利要求84所述的系统,其中调整所述涡轮增压器、压缩机机械增压器或点火延迟以防爆震。
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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 |
PCT/US2005/041317 WO2006055540A1 (en) | 2004-11-18 | 2005-11-14 | Variable ethanol octane enhancement of gasoline engines |
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CN101571076B (zh) * | 2008-05-01 | 2014-11-12 | 福特环球技术公司 | 发动机气门操作 |
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CN104564370A (zh) * | 2013-10-24 | 2015-04-29 | 福特环球技术公司 | 用于减小寄生损失的燃料分离系统 |
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