Dual Injection Fuel Management for Turbocharged Gasoline Engines
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Solution Overview
Problem
Turbocharged direct injection spark ignition engines using gasoline and gasoline-ethanol blends face increased particulate emissions due to poor mixing of directly injected fuel, particularly in cold start and transient conditions, posing challenges in meeting European emission requirements.
Innovation Solution
A fuel-management system that optimizes the combination of port fuel injection (PFI) and direct injection (DI) using control systems to minimize direct fuel injection, prevent knock, and enhance mixing, allowing for operation with either PFI, DI, or a combination of both, with adjustments based on torque and engine speed to reduce particulate emissions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If direct injection is used to provide better knock resistance and higher torque, then engine power is improved, but particulate emissions increase due to poor fuel mixing
Solution Approach 1:
The fuel injection system is segmented into two separate injection paths: port fuel injection (PFI) and direct injection (DI). The control system segments the total fuel requirement into portions delivered by each injection method, allowing PFI to handle mixing-critical functions while DI provides knock resistance and power, thereby resolving the contradiction between power and emissions
Solution Approach 2:
The control system dynamically changes the parameter of fuel injection timing and distribution between PFI and DI modes based on operating conditions. By adjusting the fraction of fuel injected through each path according to torque demands and engine speed, the system optimizes the balance between achieving sufficient torque and minimizing particulate emissions
2Use of energy by moving object
If direct injection is used to improve fuel control and efficiency through stratified operation, then fuel efficiency is improved, but particulate emissions increase
Solution Approach 1:
The fuel injection function is segmented between PFI and DI systems. PFI handles the portion of fuel injection that benefits from superior mixing and evaporation, while DI handles the portion needed for stratified charge formation. This segmentation allows both systems to operate in their optimal ranges, maintaining fuel efficiency while reducing particulate emissions from the DI portion
Solution Approach 2:
The system merges PFI and DI into a unified dual-injection system with a single control unit that manages both injection paths. This merging allows the control system to coordinate both injection methods to achieve complementary benefits: PFI provides excellent mixing and low particulates, while DI provides stratified charge capability for fuel efficiency, resolving the contradiction between efficiency and emissions
3Object-generated harmful factors
If port injection is used to reduce particulate emissions through better mixing, then emissions are reduced, but knock resistance and torque capability decrease
Solution Approach 1:
The fuel injection responsibilities are segmented between PFI and DI systems. PFI is assigned the function of providing excellent fuel-air mixing and low particulate emissions, while DI is assigned the function of providing knock resistance through evaporative cooling. The control system segments the total fuel demand between these two specialized paths, allowing each to excel at its designated function
Solution Approach 2:
The dual-injection system creates a universal fuel delivery platform that can operate in multiple modes: PFI-only mode for low emissions, DI-only mode for maximum power and knock resistance, and combination mode for optimized balance. This multi-functionality allows the system to adapt to different operating requirements, resolving the contradiction between emissions reduction and torque capability
4Object-generated harmful factors
If the fraction of port fuel injected is increased to reduce particulates, then emissions are reduced, but knock control becomes more difficult
Solution Approach 1:
The control system dynamically changes the parameter of the PFI fraction based on real-time operating conditions including torque demand, engine speed, and knock detection. When knock is detected or anticipated, the control system increases the fraction of DI to provide evaporative cooling. This dynamic parameter adjustment allows the system to maintain low particulate emissions through PFI while ensuring knock control reliability when needed
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system effectively reduces particulate emissions during cold start and transient conditions without compromising engine efficiency or performance, achieving better mixing and knock control, thereby meeting stringent emission standards.
Implementation Method 1
improved evaporation of the fuel
Implementation Method 2
better mixing
Implementation Method 3
greater evaporative cooling of in cylinder charge
Data Source
AI summary
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.