US 11,053,870 B2
Optimized fuel management system for direct injection ethanol enhancement of gasoline engines
Leslie Bromberg, Sharon, MA (US); Daniel R. Cohn, Cambridge, MA (US); and John B. Heywood, Newtonville, MA (US)
Assigned to Massachusetts Institute of Technology, Cambridge, MA (US)
Filed by Massachusetts Institute of Technology, Cambridge, MA (US)
Filed on Sep. 17, 2020, as Appl. No. 17/24,236.
Application 17/024,236 is a continuation of application No. 16/831,044, filed on Mar. 26, 2020, granted, now 10,781,760.
Application 16/831,044 is a continuation of application No. 16/662,429, filed on Oct. 24, 2019, granted, now 10,619,580, issued on Apr. 14, 2020.
Application 16/662,429 is a continuation of application No. 16/251,658, filed on Jan. 18, 2019, abandoned.
Application 16/251,658 is a continuation of application No. 15/919,175, filed on Mar. 12, 2018, granted, now 10,221,783, issued on Mar. 5, 2019.
Application 15/919,175 is a continuation of application No. 15/463,100, filed on Mar. 20, 2017, abandoned.
Application 15/463,100 is a continuation of application No. 14/807,125, filed on Jul. 23, 2015, granted, now 9,708,965, issued on Jul. 18, 2017.
Application 14/807,125 is a continuation of application No. 14/220,529, filed on Mar. 20, 2014, abandoned.
Application 14/220,529 is a continuation of application No. 13/546,220, filed on Jul. 11, 2012, abandoned.
Application 13/546,220 is a continuation of application No. 12/701,034, filed on Feb. 5, 2010, granted, now 8,468,983, issued on Jun. 25, 2013.
Application 12/701,034 is a continuation of application No. 11/758,157, filed on Jun. 5, 2007, abandoned.
Application 11/758,157 is a continuation of application No. 11/100,026, filed on Apr. 6, 2005, granted, now 7,225,787, issued on Jun. 5, 2007.
Application 11/100,026 is a continuation in part of application No. 10/991,774, filed on Nov. 18, 2004, granted, now 7,314,033, issued on Jan. 1, 2008.
Prior Publication US 2021/0003084 A1, Jan. 7, 2021
Int. Cl. F02D 41/00 (2006.01); F02D 41/26 (2006.01); F02B 47/04 (2006.01); F02B 51/00 (2006.01); F02D 19/08 (2006.01); F02D 19/12 (2006.01); F02D 35/02 (2006.01); F02M 25/14 (2006.01); F02M 37/00 (2006.01); F02D 19/06 (2006.01); F02B 17/00 (2006.01); F02D 13/02 (2006.01); F02D 41/04 (2006.01); F02D 41/30 (2006.01)
CPC F02D 41/0025 (2013.01) [F02B 17/005 (2013.01); F02B 47/04 (2013.01); F02B 51/00 (2013.01); F02D 13/0215 (2013.01); F02D 19/0636 (2013.01); F02D 19/0655 (2013.01); F02D 19/0665 (2013.01); F02D 19/0671 (2013.01); F02D 19/0689 (2013.01); F02D 19/0692 (2013.01); F02D 19/08 (2013.01); F02D 19/081 (2013.01); F02D 19/084 (2013.01); F02D 19/12 (2013.01); F02D 35/027 (2013.01); F02D 41/047 (2013.01); F02D 41/3094 (2013.01); F02M 25/14 (2013.01); F02M 37/0088 (2013.01); F02D 41/0007 (2013.01); F02D 2200/0406 (2013.01); F02D 2200/1002 (2013.01); Y02T 10/12 (2013.01); Y02T 10/30 (2013.01)] 33 Claims
OG exemplary drawing
 
1. A fuel management system for a spark ignition engine, comprising:
a first fueling system that uses direct injection;
a second fueling system that uses port fuel injection; and
a three-way catalyst configured to reduce emissions from the spark ignition engine,
wherein the fuel management system is configured to provide fueling in a first torque range, the first torque range being a first range of torque values at which both the first fueling system and the second fueling system are operable throughout the first range of torque values,
wherein the fuel management system is further configured such that a fraction of fueling provided by the first fueling system is higher at a highest value of torque in the first torque range than in a lowest value of torque in the first torque range,
wherein the fuel management system is further configured to provide fueling in a second torque range, the second torque range being a second range of torque values at which the second fueling system is operable throughout the second range of torque values and the first fueling system is not operable throughout the second range of torque values,
wherein the fuel management system is further configured such that when the system provides fueling at a torque value that exceeds the second range of torque values, the spark ignition engine is operated in the first torque range,
wherein the fuel management system is further configured to increase the fraction of fueling provided by the first fueling system in the first torque range as torque increases in at least a part of the first torque range,
wherein the spark ignition engine is configured to operate at a stoichiometric air/fuel ratio in at least part of the first torque range and in at least part of the second torque range,
wherein fuel introduced by the first fueling system has increased knock resistance due to vaporization cooling as compared to fuel introduced by the second fueling system, and
wherein the fuel management system is configured to use at least one of open loop control or a knock detector in conjunction with closed loop control when varying the fraction of fueling that is provided by the first fueling system as torque varies.