# US 9,435,288 B2 · Port injection system for reduction of particulates from turbocharged direct injection gasoline engines > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 9,435,288 B2 - Document ID: US9435288B2 - Status: Granted - Kind: B2 - Application number: 14/391,906 - Filed: 2013-12-05 - Published: 2015-10-08 - Granted: 2016-09-06 - Earliest claimed: 2012-12-07 - Assignees: Ethanol Boosting Systems, LLC - Applicants: Ethanol Boosting Systems, LLC - Inventors: Daniel R. Cohn; Leslie Bromberg - Web page: https://patentgrep.com/patent/US9435288B2 ## CPC - F02D 37/02: one of the functions being ignition - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02D 41/0025: {Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures} - F02D 41/064: {at cold start (F02D41/067 takes precedence)} - F02D 41/3094: {the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder} - F02D 41/345: {Controlling injection timing (F02D41/365 takes precedence)} - F02D 41/3836: {Controlling the fuel pressure} - F02P 5/145: using electrical means - F02P 5/1521: {with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change} - F02B 2075/125: {Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber} - F02D 13/0215: {changing the valve timing only} - F02D 13/06: Cutting-out cylinders - F02D 19/084: {Blends of gasoline and alcohols, e.g. E85} - F02D 41/0027: {the fuel being gaseous (non-electrical control F02D19/02)} - F02D 41/047: {Taking into account fuel evaporation or wall wetting; (special correction after fuel cut-off F02D41/126)} - F02D 41/10: for acceleration - F02D 41/1466: {the characteristics being a soot concentration or content} - F02D 2041/001: {for engines with variable valve actuation} - F02D 2041/389: {for injecting directly into the cylinder} - F02D 2250/38: Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount - F02M 69/046: {for injecting into both the combustion chamber and the intake conduit} - Y02T 10/10: Internal combustion engine [ICE] based vehicles - Y02T 10/12: Improving ICE efficiencies - Y02T 10/30: Use of alternative fuels, e.g. biofuels - Y02T 10/40: Engine management systems - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00) - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract 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. ## Claims ### Claim 1 A fuel management system for a spark ignition engine that introduces fuel into at least one engine cylinder by direct injection and also uses port injection for introducing the same fuel; where the fuel management system uses closed and/or open loop control to reduce particulate emissions by controlling the fraction of fuel provided by port fuel injection and where, during at least one of certain portions of the drive cycle, variable valve timing is adjusted so as to allow the fraction of fuel that is port fuel injected to be increased relative to the fraction used at other portions of the drive cycle at the same value of torque and speed while preventing knock, so as to achieve the reduction in particulate emissions; and where the fuel management system prevents the engine performance from falling below a selected value; and where the fuel management system also prevents engine efficiency from falling below a selected value. ### Claim 2 (depends on 1) The fuel management system of claim 1, where variable valve timing is adjusted so as to insure no knock operation and to maximize pressure in the cylinder. ### Claim 3 (depends on 1) The fuel management system of claim 1, where variable valve timing is adjusted so as to maximize residuals. ### Claim 4 (depends on 1) The fuel management system of claim 1, where, during cold start, timing of the inlet valve, the exhaust valve or both is also adjusted to modify the flow in at least one cylinder from what it is at steady state so as to minimize wall wetting and the production of particulates. ### Claim 5 (depends on 4) The fuel management system of claim 4, where during cold start, pressure in at least one cylinder is modified from what it is at steady state so as to minimize production of particulates. ### Claim 6 (depends on 1) The fuel management system of claim 1, where the fuel management system also uses closed and/or open loop control to minimize the fraction of fuel that is provided by direct injection as the torque increases without the occurrence of knock. ### Claim 7 (depends on 1) The fuel management system of claim 1, where the fuel management system controls the fraction of fuel that is port fuel injected at a given value of torque and speed so that this fraction may be different when the primary objective is engine particulate number reduction instead of engine particulate mass reduction. ### Claim 8 (depends on 1) The fuel management system of claim 1, where information about particulate number is used as an input to the fuel management system. ### Claim 9 A fuel management system for a spark ignition engine that introduces fuel into at least one engine cylinder by direct injection and also uses port injection for introducing the same fuel; and where, during at least one of certain portions of the drive cycle, the fuel management system uses closed and/or open loop control to reduce particulate emissions by increasing the fraction of fuel that is port fuel injected relative to that which would be used at other times in the drive cycle at the same value of torque and speed; and where the fuel management system adjusts spark retard during at least one of certain portions of the drive cycle so as to increase the fraction of fuel that is port injected; and where the fuel management system prevents the engine performance from falling below a selected value; and where the fuel management system also prevents the efficiency over a drive cycle from falling below a selected value; and where the maximum fraction of port injected fuel is determined by the maximum amount of spark retard that could be used without an unacceptable reduction in engine performance and/or without an unacceptable reduction in engine efficiency. ### Claim 10 (depends on 9) The fuel management system of claim 9, where the maximum fraction of fuel that is port injected is determined by the maximum amount of spark retard that could be used without an unacceptable reduction in engine performance. ### Claim 11 (depends on 9) The fuel management system of claim 9, where the fuel management system changes the stoichiometry of the fuel/air ratio in at least one of the cylinders during a portion of the drive cycle. ### Claim 12 (depends on 9) The fuel management system of claim 9, where the fuel management system also minimizes the fraction of fuel that is provided by direct injection as the torque is increased while also preventing knock. ### Claim 13 (depends on 9) The fuel management system of claim 9, where the certain portion of drive cycle is a rapid variation in torque. ### Claim 14 (depends on 9) The fuel management system of claim 9, where the certain portion of the drive cycle is a rapid variation in speed. ### Claim 15 (depends on 9) The fuel management system of claim 9, where open-valve port fuel injection is employed and vaporization cooling from open-valve port fuel injection is used to reduce use of direct injection in such a way to reduce particulate emissions. ### Claim 16 (depends on 9) The fuel management system of claim 9, where, during a portion of the driving cycle where excessive particulate emissions would be produced, pulse width modulation (PWM) is employed to produce multiple pulses with spray patterns that prevent wall impingement in a time period that is sufficiently short that the fuel injectors do not overheat. ### Claim 17 (depends on 9) The fuel management system of claim 9, where, during a portion of the driving cycle where excessive particulate emissions are produced, the pressure of at least one fuel injector is increased. ### Claim 18 (depends on 9) The fuel management system of claim 9, where the fuel management system uses closed and/or open loop control and controls the fraction of fuel that is port fuel injected at a given value of torque and speed so that this fraction may be different when the primary objective is engine particulate number reduction instead of engine particulate mass reduction. ### Claim 19 (depends on 9) The fuel management system of claim 9, where the fuel management system decreases engine particulate production while increasing hydrocarbon vapor production. ### Claim 20 A fuel management system for a spark ignition engine that introduces fuel into at least one engine cylinder by direct injection and also uses port injection for introducing the same fuel; and where the fuel management system uses closed and/or open loop control to reduce particulate emissions by minimizing the fraction of fuel provided by direct injection as the torque increases while also preventing knock; and where, during at least one of certain portions of the drive cycle, the fuel management system further reduces particulate emissions by increasing the fraction of fuel that is port fuel injected relative to that which would be used at other times in the drive cycle at the same value of torque and speed; and where the fuel management system adjusts spark retard during at least one of certain portions of the drive cycle so as to increase the fraction of fuel that is port injected without causing knock; and where the fuel management system adjusts valve timing so as to reduce particulate emissions; and where, during at least one certain portion of the drive cycle, particulate generation is also reduced by use of variable valve timing to change gas flow in the cylinder so as to reduce wall wetting and/ or by use of pulse width modulation control to reduce direct injection pulse width; and where the fuel management system prevents the engine performance from falling below a selected value; and where the fuel management system also prevents the efficiency over a drive cycle from falling below a selected value; and where the maximum fraction of port injected fuel is determined by the maximum amount of spark retard that could be used without an unacceptable reduction in engine efficiency and/ or an unacceptable reduction in engine performance.