Method and system for determining fuel quality

Abstract

The present disclosure provides "Methods and systems for determining fuel quality". Methods and systems for calculating fuel age of fuel in a fuel tank are provided. In one example, a method can include alerting a vehicle driver and / or adjusting an engine operating parameter in response to the fuel age being greater than a threshold age.

Description

Technical Field

[0001] This instruction manual generally relates to determining the fuel quality and fuel age of the fuel in the fuel tank. Background Technology

[0002] Vehicle fuel economy and performance can depend on fuel quality. Several factors can determine fuel quality, including but not limited to one or more of the following: supplier fuel quality, the time fuel has been in the fuel tank, and the condition of the fuel tank. As an example, fuel aging (e.g., fuel remaining in the fuel tank) can reduce fuel quality, thereby reducing vehicle fuel economy and performance, and affecting engine and component durability.

[0003] Other attempts to address fuel quality issues include consuming old fuel before consuming new fuel. Ballauf illustrates an exemplary method in U.S. Patent 8,966,966. In this method, the fuel currently in the fuel tank is not mixed with fuel from a refill event. During a subsequent engine start, both types of fuel are supplied to the engine sequentially, with the mass of each fuel estimated. If it is determined that the fuels have different masses, the fuel in the tank is consumed before the fuel from the refill event, prior to filling.

[0004] However, the inventors in this paper have recognized the potential problems with such systems. As an example, Ballauf's system requires an additional fuel tank and fuel reservoir to hold and separate the fuel. This can increase packaging constraints in the vehicle. Furthermore, both the fuel tank and fuel reservoir may require their own networks of pumps, valves, and channels to fluidly connect them to the engine and / or fuel system. This could not only increase vehicle manufacturing costs but also introduce a greater number of components that may deteriorate over time. Finally, determining whether a fuel quality difference measured between two fuels is a result of quality differences or deterioration in one or more combustion chamber components can be challenging. This could lead to incorrect fuel quality diagnostics. Summary of the Invention

[0005] In one example, the above problem can be addressed by a method that, in response to estimated fuel aging exceeding a threshold fuel aging, warns the vehicle driver to adjust driving behavior and adjust one or more engine operating parameters. In this way, fuel with aging exceeding the threshold fuel aging can be consumed more quickly.

[0006] As an example, adjusting one or more engine operating parameters includes lowering the air-fuel ratio, increasing fuel injection, and increasing engine speed before shifting gears. Each of these adjustments can allow the engine to consume more fuel, which may reduce fuel economy. However, fuel that has aged beyond a certain threshold may face certain combustion difficulties, such as inaccurate air-fuel ratio, reduced combustion stability, and reduced power output. Therefore, it may be desirable to reduce fuel economy in an effort to consume fuel that has aged beyond the threshold more quickly. Alternatively or additionally, the vehicle driver may be warned to adjust their driving behavior to assist in fuel consumption. The warning may include one or more of the following: displaying a message via the infotainment system, sending text to a cellular device belonging to the vehicle driver, calling the cellular device belonging to the vehicle driver, and sending an email to the vehicle driver. Instructions to the vehicle driver may include instructions to press the accelerator pedal harder, to use a higher engine RPM before shifting gears, and to drive further. Pressing the accelerator pedal harder may include depressing the accelerator pedal to a greater extent.

[0007] The warning to the vehicle driver may also include instructions to refill the fuel tank. This may also include providing a list of nearby gas stations. The vehicle driver can select one of the displayed gas stations via the infotainment system or their cellular device. In response to the selection, the vehicle may display route directions to the selected fuel station.

[0008] The warning also includes instructing the vehicle driver to dispense at least one of several fuel additives into the fuel tank. This may also include providing a list of nearby locations where at least one of the several fuel additives is sold. The vehicle driver can select a location, and in response, the vehicle can provide directions to the selected location.

[0009] It should be understood that the foregoing description of the invention is intended to introduce, in a simplified form, the selection of concepts further described in the detailed description. This does not imply identification of key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0010] Figure 1 An exemplary vehicle propulsion system is illustrated schematically.

[0011] Figure 2 An exemplary vehicle system with a fuel system is illustrated schematically.

[0012] Figure 3A method for determining the fuel cycle percentage is shown.

[0013] Figure 4 A method for estimating the duration and temperature of a portion of the fuel retained in the fuel tank is shown.

[0014] Figure 5 A method for estimating fuel aging is shown.

[0015] Figure 6 and Figure 7 A method for determining the mass of fuel supplied to a vehicle during a refueling event is shown.

[0016] Figure 8 The diagram is shown graphically. Figures 3 to 5 The method of engine operation sequence. Detailed Implementation

[0017] The following description relates to systems and methods for estimating fuel aging in fuel tanks. Fuel aging can be based on information provided by the gas station to take into account the initial mass of the fuel dispensed into the fuel tank. Figure 1 An example of a vehicle propulsion system is shown, which includes components intended to communicate with a gas station or similar facility. Figure 2 It is shown that it is configured for Figure 1 An exemplary engine diagram of an engine in a propulsion system. Figures 3 to 5 Various methods for determining different fuel quality characteristics are shown. Figure 6 A method for determining the initial fuel mass dispensed into the fuel tank is illustrated. This method can be implemented if the gas station does not provide the initial fuel mass dispensed into the fuel tank and / or information about the previously determined fuel mass from other drivers is not available via the Internet. Figure 7 The method is used to determine the fuel quality on the vehicle. Figure 8 The diagram is shown graphically. Figures 3 to 5 The method of engine operation sequence.

[0018] Figure 2Exemplary configurations with the relative positioning of various components are shown. If shown as directly contacting or directly connected to each other, such components may be referred to as directly contacting or directly connected, respectively, in at least one example. Similarly, in at least one example, components shown as adjacent or adjacent to each other may be referred to as adjacent or adjacent to each other, respectively. As an example, components placed in coplanar contact with each other may be referred to as coplanar contact. As another example, components positioned spaced apart from each other such that there is only space between them without other components may be referred to in at least one example. As yet another example, components shown as above / below each other, on opposite sides of each other, or on the left / right side of each other may be referred to relative to each other. Furthermore, as shown in the figures, in at least one example, the topmost component or the topmost point of the component may be referred to as the “top” of the component, while the bottommost component or the bottommost point of the component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figure and used to describe the positioning of the components of the figure relative to each other. Thus, in one example, an component shown above other components is positioned vertically above the other components. As yet another example, the shapes of the elements depicted in the figure can be described as having those shapes (e.g., such as circular, straight, flat, curved, rounded, chamfered, inclined, etc.). Furthermore, in at least one example, elements shown intersecting each other can be described as intersecting elements or intersecting each other. Additionally, in one example, an element shown inside or outside another element can be so referred to. It should be understood that one or more parts described as “substantially similar and / or identical” differ from each other based on manufacturing tolerances (e.g., within a deviation of 1% to 5%).

[0019] Figure 1 An exemplary vehicle propulsion system 100 is illustrated. The vehicle propulsion system 100 includes a fuel-burning engine 110 and a motor 120. As a non-limiting example, the engine 110 includes an internal combustion engine, while the motor 120 includes an electric motor. The motor 120 can be configured to utilize or consume a different energy source than the engine 110. For example, the engine 110 can consume liquid fuel (e.g., gasoline) to produce engine output, while the motor 120 can consume electrical energy to produce motor output. Therefore, a vehicle having the propulsion system 100 can be referred to as a hybrid electric vehicle (HEV).

[0020] The vehicle propulsion system 100 can utilize various operating modes depending on the operating conditions encountered by the vehicle propulsion system. Some of these modes allow the engine 110 to remain in a shut-off state where fuel combustion is stopped (i.e., set to a deactivated state). For example, in a selected operating condition, when the engine 110 is deactivated, the motor 120 can propel the vehicle via the drive wheels 130 as indicated by arrow 122.

[0021] In another example, the engine may be equipped with a start / stop (S / S) feature 193, wherein the engine 110 may automatically shut off during periods when the vehicle is not moving or when the vehicle speed is below a threshold speed, or when the engine speed is below a threshold engine speed, etc. A control system 190 may be connected to the engine 110 and the S / S feature 193 to perform the start-stop function. The advantages of S / S functionality may include improved fuel economy relative to other vehicles that do not employ such technology.

[0022] During other operating conditions, engine 110 can be set to a deactivated state (as described above), while motor 120 can operate to charge energy storage device 150. For example, motor 120 can receive wheel torque from drive wheels 130 as indicated by arrow 122, whereby the motor can convert the vehicle's kinetic energy into electrical energy to be stored in energy storage device 150 as indicated by arrow 124. This operation can be referred to as regenerative braking of the vehicle. Thus, in some examples, motor 120 can provide generator functionality. However, in other examples, generator 160 can alternatively receive wheel torque from drive wheels 130, whereby the generator can convert the vehicle's kinetic energy into electrical energy to be stored in energy storage device 150 as indicated by arrow 162.

[0023] During other operating conditions, engine 110 can be operated by burning fuel received from fuel system 140, as indicated by arrow 142. For example, when motor 120 is deactivated, engine 110 can be operated to propel the vehicle via drive wheels 130, as indicated by arrow 112. During other operating conditions, both engine 110 and motor 120 can be operated independently to propel the vehicle via drive wheels 130, as indicated by arrows 112 and 122, respectively. This configuration, in which both the engine and motor can selectively propel the vehicle, can be referred to as a parallel vehicle propulsion system. Note that in some examples, motor 120 can propel the vehicle via a first set of drive wheels, while engine 110 can propel the vehicle via a second set of drive wheels.

[0024] In other examples, the vehicle propulsion system 100 can be configured as a tandem vehicle propulsion system, whereby the engine does not directly propel the drive wheels. Instead, the engine 110 can be operated to power the motor 120, which in turn can propel the vehicle via the drive wheels 130, as indicated by arrow 122. For example, during selected operating conditions, the engine 110 can drive the generator 160, as indicated by arrow 116, which can then supply electrical energy to the motor 120, as indicated by arrow 114, or to the energy storage device 150, as indicated by arrow 162. As another example, the engine 110 can be operated to drive the motor 120, which can then provide generator functionality to convert the engine output into electrical energy, which can be stored in the energy storage device 150 for subsequent use by the motor.

[0025] In yet another example, which will be discussed in further detail below, motor 120 may be configured to use energy provided via energy storage device 150 to rotate the engine in a forward direction (e.g., default orientation) or in a forward orientation without fuel (illustrated by arrow 186).

[0026] Fuel system 140 may include one or more fuel storage tanks 144 for storing fuel on the vehicle. For example, fuel tank 144 may store one or more liquid fuels, including but not limited to gasoline, diesel, and alcohol fuels. In some examples, fuel may be stored on the vehicle as a blend of two or more different fuels. For example, fuel tank 144 may be configured to store blends of diesel and biodiesel, gasoline and ethanol (e.g., E10, E85, etc.), or gasoline and methanol (e.g., M10, M85, etc.), wherein these fuels or fuel blends, as indicated by arrow 142, may be supplied to engine 110. Other suitable fuels or fuel blends may also be supplied to engine 110, wherein they may be combusted at the engine to produce engine output. Engine output may be used to propel the vehicle, as indicated by arrow 112, or to recharge energy storage device 150 via motor 120 or generator 160.

[0027] In some examples, the energy storage device 150 may be configured to store electrical energy that can be supplied to other electrical loads residing in the vehicle (in addition to the motor), including cabin heating and air conditioning, engine starting, headlights, cabin audio-visual systems, etc. As a non-limiting example, the energy storage device 150 may include one or more batteries and / or capacitors.

[0028] The control system 190 can communicate with one or more of the engine 110, motor 120, fuel system 140, energy storage device 150, and generator 160. The control system 190 can receive sensor feedback information from one or more of the engine 110, motor 120, fuel system 140, energy storage device 150, and generator 160. Furthermore, the control system 190 can send control signals to one or more of the engine 110, motor 120, fuel system 140, energy storage device 150, and generator 160 in response to this sensor feedback. The control system 190 can receive instructions from the vehicle driver 102 requesting output from the vehicle's propulsion system. For example, the control system 190 can receive sensor feedback from a pedal position sensor 194 that communicates with pedal 192. Pedal 192 can schematically refer to the brake pedal and / or accelerator pedal. Furthermore, in some examples, the control system 190 can communicate with a remote engine start receiver 195 (or transceiver) that receives a wireless signal 106 from a key fob 104 having a remote start button 105. In other examples (not shown), remote engine start can be initiated via a cellular phone or a smartphone-based system, where the user's cellular phone sends data to a server and the server communicates with the vehicle to start the engine.

[0029] Energy storage device 150 can periodically receive electrical energy from a power source 180 residing outside the vehicle (e.g., not part of the vehicle), as indicated by arrow 184. As a non-limiting example, vehicle propulsion system 100 can be configured as a plug-in hybrid electric vehicle (HEV), where electrical energy can be supplied from power source 180 to energy storage device 150 via power transmission cable 182. During a recharging operation of energy storage device 150 from power source 180, power transmission cable 182 can electrically connect energy storage device 150 and power source 180. When the vehicle propulsion system operates to propel the vehicle, power transmission cable 182 can be disconnected between power source 180 and energy storage device 150. Control system 190 can identify and / or control the electrical energy stored in energy storage device, which may be referred to as state of charge (SOC).

[0030] In other examples, the power transmission cable 182 may be omitted, where electrical energy can be wirelessly received from the power source 180 at the energy storage device 150. For example, the energy storage device 150 may receive electrical energy from the power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Therefore, it should be understood that any suitable method can be used to recharge the energy storage device 150 from a power source not included in the vehicle's power supply. In this way, the motor 120 can propel the vehicle by utilizing energy sources other than the fuel used by the engine 110.

[0031] The fuel system 140 can periodically receive fuel from a fuel source located outside the vehicle. As a non-limiting example, the vehicle propulsion system 100 can be refueled by receiving fuel via a fuel distribution device 170, as indicated by arrow 172. In some examples, the fuel tank 144 can be configured to store fuel received from the fuel distribution device 170 until fuel is supplied to the engine 110 for combustion. In some examples, the control system 190 can receive an indication of the fuel level stored at the fuel tank 144 via a fuel level sensor. The fuel level stored at the fuel tank 144 (e.g., as identified by the fuel level sensor) can be transmitted to the driver, for example, via a fuel gauge or indication in the vehicle's instrument panel 196.

[0032] The vehicle propulsion system 100 may also include an ambient temperature / humidity sensor 198 and roll stability control sensors, such as one or more lateral and / or longitudinal and / or yaw rate sensors 199. The vehicle instrument panel 196 may include one or more indicator lights and / or a text-based display to show messages to the operator. The vehicle instrument panel 196 may also include various input elements for receiving operator input, such as buttons, touchscreens, voice input / recognition, etc. For example, the vehicle instrument panel 196 may include a refueling button 197, which can be manually actuated or pressed by the driver to initiate refueling. For example, as described in more detail below, in response to the driver actuating the refueling button 197, the fuel tank in the vehicle may depressurize to allow refueling to be performed.

[0033] As is known in the art, control system 190 can communicatively connect to other vehicles or infrastructure using appropriate communication technologies. For example, control system 190 can connect to other vehicles or infrastructure via wireless network 131, which may include Wi-Fi, Bluetooth, a type of cellular service, wireless data transmission protocols, etc. Control system 190 can broadcast (and receive) information about vehicle data, vehicle diagnostics, traffic conditions, vehicle location information, vehicle operating procedures, etc., via vehicle-to-vehicle (V2V), vehicle-to-infrastructure-to-vehicle (V2I2V), and / or vehicle-to-infrastructure (V2I or V2X) technologies. Communication and information exchanged between vehicles can be direct between vehicles or can be multi-hop. In some examples, remote communication (e.g., WiMax) can be used instead of V2V or V2I2V, or in combination with them, to extend coverage areas by several miles. In yet other examples, vehicle control system 190 can communicatively connect to other vehicles or infrastructure via wireless network 131 and the Internet (e.g., the cloud), as is known in the art.

[0034] Vehicle system 100 may also include an onboard navigation system 132 (e.g., a Global Positioning System) that the vehicle operator can interact with. Navigation system 132 may include one or more position sensors to assist in estimating vehicle speed, vehicle altitude, vehicle position / location, etc. This information can be used to infer engine operating parameters, such as local atmospheric pressure. As discussed above, control system 190 may also be configured to receive information via the Internet or other communication networks. Information received from GPS can be cross-referenced with information available via the Internet to determine local weather conditions, local traffic rules, etc.

[0035] In some examples, the vehicle propulsion system 100 may include one or more onboard cameras 135. For example, the onboard camera 135 may transmit photographic and / or video images to the control system 190. In some examples, the onboard camera may be used to record images within a predetermined radius of the vehicle.

[0036] Figure 2 A schematic diagram of vehicle system 206 is shown. It will be understood that vehicle system 206 may include... Figure 1 The vehicle system 100 depicted is the same as the vehicle system described. Vehicle system 206 includes an engine system 208, which is coupled to an emission control system 251 and a fuel system 218. It is understood that the fuel system 218 may include... Figure 1 The fuel system depicted is the same as that of the fuel system 140. The emission control system 251 includes a fuel vapor container or filter canister 222, which can be used to capture and store fuel vapor. The engine system 208 may include an engine 110 having a plurality of cylinders 230. The engine 110 includes an engine intake system 223 and an engine exhaust system 225. The engine intake port 223 includes a throttle valve 262 in fluid communication with an engine intake manifold 244 via an intake passage 242. In some examples, the throttle valve 262 may include an electronic throttle valve. Furthermore, the engine intake port 223 may include an air box and a filter (not shown) located upstream of the throttle valve 262. The engine exhaust system 225 includes an exhaust manifold 248 leading to an exhaust passage 235 that directs exhaust gas to the atmosphere. The exhaust passage may lead to one or more exhaust aftertreatment devices (e.g., 226, 229, 236).

[0037] Exhaust aftertreatment devices can be arranged along exhaust passage 235 in various sequences and / or combinations. For example, a selective catalytic reduction (SCR) catalyst 229 can be immediately downstream of diesel oxidation catalyst (DOC) 226. A diesel particulate filter (DPF) 236 can be immediately downstream of SCR catalyst 229. It should be understood that... Figure 2The emission control device of the exhaust system 225 shown is exemplary in nature. Various other emission control devices and configurations may be included in the engine exhaust system 225. For example, the exhaust system 225 may include an SCR catalyst followed only by a DPF. In another example, the exhaust system 225 may include only an SCR catalyst. In yet another example, the DPF may be located upstream of the SCR catalyst, or a combined DPF / SCR catalyst may be used.

[0038] It should be understood that other components, such as various valves and sensors, may be included in the engine. For example, an atmospheric pressure sensor 213 may be included in the engine intake. In one example, the atmospheric pressure sensor 213 may be a manifold air pressure (MAP) sensor and may be connected to the engine intake downstream of the throttle valve 262. For example, when the opening of the throttle valve 262 is greater than a threshold, the atmospheric pressure sensor 213 may rely on the partial throttle valve or the fully open or wide-open throttle valve condition to accurately determine the atmospheric pressure. In another example, an intake air temperature sensor 260 may be located in the intake. In yet another example, a humidity sensor 258 may be located in the intake.

[0039] Engine system 208 may also include an exhaust gas recirculation (EGR) system 249 that receives at least a portion of the exhaust gas stream leaving engine 110 and returns it to engine intake manifold 244 downstream of throttle valve 262. Under certain conditions, EGR system 249 can be used to regulate the temperature and / or dilution of the air-fuel mixture within the combustion chamber, thus providing a method for controlling ignition timing during certain combustion modes. Furthermore, under certain conditions, a portion of the combustion gases can be retained or trapped in the combustion chamber by controlling exhaust valve timing. EGR system 249 is shown forming a common EGR passage 250 from exhaust passage 235 to intake passage 242.

[0040] In some examples, exhaust system 225 may also include a turbocharger (not shown) comprising a turbine and a compressor coupled to a common shaft. The turbine may be coupled within exhaust passage 235, while the compressor may be coupled within intake passage 242. When a portion of the exhaust flow from engine 110 impacts the turbine blades, the turbine blades may be rotated about the common shaft. The compressor may be coupled to the turbine such that rotating the turbine blades actuates the compressor. When actuated, the compressor may then direct pressurized fresh air to intake manifold 244, and subsequently to engine 110. In a system where EGR passage 250 is coupled to engine exhaust port 225 upstream of the turbine and to intake passage 242 downstream of the compressor, the EGR system may be considered a high-pressure EGR system. Alternatively, the EGR passage may be coupled downstream of the turbine and upstream of the compressor (low-pressure EGR system).

[0041] EGR valve 253 can be connected within EGR passage 250. EGR valve 253 can be configured as an active solenoid valve, which can be actuated to allow exhaust flow into intake manifold 244. The portion of exhaust flow from engine 110 allowed to pass through EGR system 249 and return to engine 110 can be measured by the actuation of EGR valve 253, which can be adjusted by controller 212. Actuation of EGR valve 253 can be based on various vehicle operating parameters and a calculated total EGR flow rate.

[0042] One or more EGR coolers 254 may be connected within the EGR passage 250. The EGR coolers 254 may be used to reduce the overall temperature of the EGR flow before it is delivered to the intake manifold 244, in which the EGR flow may be combined with fresh air and directed to the engine 110.

[0043] Fuel system 218 may include a fuel tank 220 coupled to fuel pump system 221. It will be understood that fuel tank 220 may include components connected to the above-mentioned fuel pump system 221. Figure 1The fuel tank 218 is the same as the fuel tank 144 depicted. The fuel pump system 221 may include one or more pumps for pressurizing fuel delivered to the injectors (such as the exemplary injector 266 shown) of the engine 110. Although only a single injector 266 is shown, additional injectors are provided for each cylinder. Furthermore, in the case where vehicle system 206 includes a vehicle using diesel fuel, each cylinder 266 may include a glow plug 276. The glow plug 276 may include a heating device that can assist in starting the diesel engine. Alternatively, in the example where vehicle system 206 includes a vehicle operating on fuels other than diesel, each cylinder 266 may include a spark plug 277. It should be understood that fuel system 218 may be a recirculation fuel system or various other types of fuel systems. Fuel tank 220 may hold a variety of fuel blends, including fuels with a range of alcohol concentrations, such as various gasoline-ethanol blends, including E10, E85, gasoline, etc., and combinations thereof. A fuel level sensor 234 located in fuel tank 220 can provide an indication of the fuel level (“fuel level input”) to controller 212. As depicted, fuel level sensor 234 may include a float connected to a variable resistor. Alternatively, other types of fuel level sensors may be used.

[0044] Fuel pump system 221 may be a low-pressure pump system configured to direct fuel from the fuel tank to high-pressure fuel pump system 238. Fuel passage 239 fluidly connects low-pressure pump system 221 to high-pressure fuel pump system 238. Filter 243 may be arranged along fuel passage 239 between low-pressure fuel pump system 221 and high-pressure fuel pump system 238. Filter 243 may be configured to separate water from fuel, such that the water content in the fuel is reduced once it reaches high-pressure fuel pump system 238. High-pressure fuel pump 238 may direct fuel to fuel rail 247, where fuel may be directed to one or more fuel injectors based on fuel pulse width or other signaling. If the fuel in fuel rail 247 is not commanded by the engine, the fuel in fuel rail 247 may flow back to the fuel tank via return passage 257. High-pressure fuel from return passage may mix with low-pressure fuel in fuel tank 220. Furthermore, the water content of the fuel returning to fuel tank 220 can be lower than that of the fuel already in fuel tank 220. Therefore, circulating the fuel through channel 239 can improve fuel quality, or at least reduce its water content. As shown, the high-pressure fuel pump 238 can also supply fuel to the return channel 257 without allowing fuel to flow to fuel rail 247.

[0045] The following describes a method for estimating fuel aging based on the circulation of fuel from the fuel tank to the high-pressure fuel pump system 238. Fuel aging can depend on the flow rate of the low-pressure fuel pump system 221. Fuel aging may increase when fuel remains in the fuel tank for a longer period of time and does not flow through passage 239, thereby indicating a decline in fuel quality.

[0046] Vapor generated in fuel system 218 may be directed to evaporative emission control system 251 via vapor recovery line 231 before being drawn into engine intake port 223. Evaporative emission control system 251 includes fuel vapor filter canister 222. Vapor recovery line 231 may be connected to fuel tank 220 via one or more conduits and may include one or more valves for isolating fuel tank under certain conditions. For example, vapor recovery line 231 may be connected to fuel tank 220 via one or more of conduits 271, 273, and 275, or a combination thereof.

[0047] In addition, in some examples, one or more fuel tank vent valves may be located in conduits 271, 273, or 275. Among other functions, the fuel tank vent valves may allow the fuel vapor filter of the emission control system to maintain low pressure or vacuum without increasing the fuel evaporation rate in the fuel tank (which would otherwise occur when the fuel tank pressure decreases). For example, conduit 271 may include a slope vent valve (GVV) 287, conduit 273 may include a fill-limit vent valve (FLVV) 285, and conduit 275 may include a slope vent valve (GVV) 283. Furthermore, in some examples, a recovery line 231 may be coupled to a refueling system 219. In some examples, the refueling system may include a fuel tank cap 205 for sealing the refueling system relative to the atmosphere. The refueling system 219 is coupled to the fuel tank 220 via a refueling pipe or neck 211.

[0048] Furthermore, the refueling system 219 may include a refueling lock 245. In some examples, the refueling lock 245 may be a fuel tank cap locking mechanism. The fuel tank cap locking mechanism may be configured to automatically lock the fuel tank cap in a closed position, preventing the fuel tank cap from being opened. For example, when the pressure or vacuum in the fuel tank is greater than a threshold, the fuel tank cap 205 may be held locked via the refueling lock 245. In response to a refueling request, such as a request initiated by the vehicle driver, the fuel tank may be depressurized, and the fuel tank cap may be unlocked after the pressure or vacuum in the fuel tank drops below a threshold. The fuel tank cap locking mechanism may be a latch or a clutch that prevents the fuel tank cap from being removed when engaged. The latch or clutch may be electrically locked, for example, via a solenoid, or mechanically locked, for example, via a pressure diaphragm.

[0049] In some examples, the refueling lock 245 may be a filler valve located at the opening of the fuel filler pipe 211. In such examples, the refueling lock 245 does not prevent the removal of the fuel tank cap 205. Instead, the refueling lock 245 prevents the refueling pump from being inserted into the fuel filler pipe 211. The filler valve may be electrically locked, for example, via a solenoid, or mechanically locked, for example, via a pressure diaphragm.

[0050] In some examples, the refueling lock 245 may be a refueling door lock, such as a latch or clutch that locks a refueling door located in the body panel of the vehicle. The refueling door lock may be electrically locked, for example, by a solenoid, or mechanically locked, for example, by a pressure diaphragm.

[0051] In an example where the refueling lock 245 is locked using an electrical mechanism, for example, when the fuel tank pressure drops below a pressure threshold, the refueling lock 245 can be unlocked via a command from the controller 212. In an example where the refueling lock 245 is locked using a mechanical mechanism, for example, when the fuel tank pressure drops to atmospheric pressure, the refueling lock 245 can be unlocked via a pressure gradient.

[0052] The emission control system 251 may include one or more emission control devices, such as one or more fuel vapor filter canisters 222 filled with a suitable adsorbent 286b, the canisters being configured to temporarily trap fuel vapors (including vaporized hydrocarbons) and “operational losses” (i.e., fuel vaporized during vehicle operation) during fuel tank refill operations. In one example, the adsorbent 286b used is activated carbon. The emission control system 251 may also include a filter canister ventilation path or ventilation line 227 that can guide gases from the filter canister 222 to the atmosphere when storing or trapping fuel vapors from the fuel system 218.

[0053] While stored fuel vapor is drawn from the fuel system 218 to the engine intake port 223 via the extraction line 228 and extraction valve 261, the exhaust line 227 can also allow fresh air to be drawn into the filter canister 222. For example, the extraction valve 261 may be normally closed, but may be opened during certain conditions, allowing vacuum from the engine intake manifold 244 to be provided to the fuel vapor filter canister for extraction. In some examples, the ventilation line 227 may include an air filter 259 disposed upstream of the filter canister 222.

[0054] In some examples, the flow of air and vapor between the filter canister 222 and the atmosphere can be regulated by a filter canister vent valve 297 connected within a vent line 227. When included, the filter canister vent valve 297 may be a normally open valve, allowing a fuel tank isolation valve 252 (FTIV) to control the ventilation of the fuel tank 220 to the atmosphere. The FTIV 252 may be located within a conduit 278 between the fuel tank and the fuel vapor filter canister 222. The FTIV 252 may be a normally closed valve, which, when open, allows fuel vapor to be discharged from the fuel tank 220 to the fuel vapor filter canister 222. The fuel vapor can then be either vented to the atmosphere or drawn into the engine intake system 223 via a filter canister extraction valve 261.

[0055] By selectively adjusting various valves and solenoids, the fuel system 218 can be operated in multiple modes by the controller 212. It is understood that the control system 214 may include components similar to those described above. Figure 1 The control system 190 depicted is the same control system. For example, the fuel system can operate in a fuel vapor storage mode (e.g., during fuel tank refueling operations and when the engine is not burning air and fuel), wherein the controller 212 can open the isolation valve 252 (when included) while closing the canister extraction valve (CPV) 261 to direct the refueling fuel vapor directly into the canister 222, while preventing the fuel vapor from being directed into the intake manifold.

[0056] As another example, the fuel system can operate in a refueling mode (e.g., when the vehicle driver requests refueling from the fuel tank), where controller 212 can open isolation valve 252 (if included) while keeping filter canister extraction valve 261 closed to depressurize the fuel tank before allowing refueling. Therefore, isolation valve 252 (if included) can remain open during refueling operation to allow refueling fuel vapor to accumulate in the filter canister. The isolation valve can be closed after refueling is complete.

[0057] As another example, the fuel system can operate in a canister extraction mode (e.g., after the emission control ignition temperature has been reached and the engine is burning air and fuel), where controller 212 can open canister extraction valve 261 while simultaneously closing isolation valve 252 (when included). In this document, the vacuum generated by the intake manifold of the operating engine can be used to draw in fresh air through vent 227 and through fuel vapor canister 222 to extract stored fuel vapor into intake manifold 244. In this mode, the extracted fuel vapor from the canister is burned in the engine. Extraction can continue until the amount of fuel vapor stored in the canister falls below a threshold.

[0058] Controller 212 may include a portion of control system 214. In some examples, control system 214 may be integrated with... Figure 1 The control system 190 shown is identical. The control system 214 is shown receiving information from multiple sensors 216 (various examples of which are described herein) and sending control signals to multiple actuators 281 (various examples of which are described herein). As an example, sensors 216 may include an exhaust gas sensor 237, a temperature sensor 233, a temperature sensor 260, a pressure sensor 291, a pressure sensor 282, and a canister temperature sensor 232 located upstream of the emission control device 270. The exhaust gas sensor 237 may be a suitable sensor for providing an indication of the exhaust air-fuel ratio, such as a linear oxygen sensor or UEGO (universal or wide-range exhaust oxygen sensor), a dual-state oxygen sensor or EGO, HEGO (heated EGO), nitrogen oxide (NOx), hydrocarbon (HC), or carbon monoxide (CO) sensor. The exhaust gas sensor 237 may be connected to the controller 212. It is understood that the exhaust gas sensor 237 can operate effectively when heated to approximately 600℉. Therefore, in some examples, the exhaust gas sensor may include a heating element 279 to enable the exhaust gas sensor to heat up rapidly.

[0059] Other sensors, such as pressure, temperature, air-fuel ratio, and composition sensors, can be coupled to various locations within vehicle system 206. As another example, actuators may include throttle valve 262, fuel tank isolation valve 252, filter canister extraction valve 261, and filter canister vent valve 297. Control system 214 may include controller 212. The controller can receive input data from various sensors, process the input data, and trigger actuators in response to the processed input data based on instructions corresponding to one or more programs or codes programmed into the instructions.

[0060] Turn now Figure 3 It illustrates a method for determining the fuel cycle percentage. This can be achieved by the controller based on instructions stored in the controller's memory and in conjunction with data from sensors in the engine system (such as those mentioned above). Figure 1 and Figure 2 The sensor described receives signals to execute instructions for performing method 300 and the remaining methods included herein. According to the methods described below, the controller can employ the engine actuators of the engine system to adjust engine operation.

[0061] Method 300 begins at 302, wherein method 300 may include determining, estimating, and / or measuring current engine operating parameters. Current engine operating parameters may include, but are not limited to, one or more of the following: throttle position, engine temperature, engine speed, manifold pressure, vehicle speed, exhaust gas recirculation flow rate, and air-fuel ratio.

[0062] Method 300 can proceed to 304, wherein method 300 may include estimating the current fuel level input. The current fuel level input may refer to an array disposed in the fuel tank (e.g., Figure 2 The current fuel level input refers to the current amount of fuel in the fuel tank (220). Therefore, in some embodiments, the current fuel level input may not include fuel in the fuel passage outside the fuel tank. In one example, the current fuel level input refers only to the amount of fuel currently residing in the fuel tank.

[0063] Method 300 can proceed to 306, wherein method 300 may include calculating the fuel pump (e.g., Figure 2 The fuel pump system 221) flow rate. In some embodiments, the controller may signal the fuel pump in the fuel tank to cause fuel to flow from the fuel tank to a fuel passage outside the fuel tank. The fuel pump flow rate can be determined via a signal provided to the fuel pump by the controller. Alternatively or additionally, a fuel flow rate sensor may be present in the fuel passage downstream of the fuel pump, wherein feedback from the fuel flow rate sensor to the controller can provide an estimate of the fuel pump flow rate.

[0064] Method 300 can proceed to 308, wherein method 300 may include calculating the fuel circulation percentage. This may be based on the amount of fuel pumped from the fuel tank, through the fuel passage, and into the fuel rail relative to the amount of fuel not pumped from the fuel tank, wherein the fuel pumped into the fuel rail does not include fuel consumed by the engine. For example, if the current fuel level input is 20L and the current fuel pump flow rate is 0.1L / min, the fuel circulation percentage could be 0.5% of the fuel circulating per minute when the engine is not consuming fuel.

[0065] Alternatively or additionally, method 300 may also track the amount of time elapsed since the previous fuel tank refill. A flag may be set at the time of refilling, wherein the time from said flag to the subsequent fuel tank refill is tracked. Without departing from the scope of this disclosure, the fuel tank refill may be a partial or full refill. The elapsed time may be divided by the fuel recycling percentage. Continuing with the example above, if the time elapsed since the previous refill is 180 minutes and the fuel recycling percentage is 0.5% per minute, then the fuel recycling status may be 0.9%. Therefore, the fuel recycling status refers to the amount of fuel that has been recycled in the fuel tank since the previous fuel refill.

[0066] Turn now Figure 4This illustrates a method 400 for determining the condition of fuel in a fuel tank. Method 400 begins at 402, whereby method 400 includes estimating the fuel tank temperature. The fuel tank temperature can be determined via a temperature sensor disposed in one or more of the fuel tank or in a fuel passage configured to receive fuel from the fuel tank. As an example, the temperature sensor can be disposed in the fuel tank, where feedback from the temperature sensor can provide an indication of the fuel tank temperature. The temperature sensor can be immersed in the fuel or disposed in a portion of the fuel tank above the fuel surface, such that the fuel does not contact the temperature sensor. Alternatively or additionally, the temperature sensor can be disposed in a fuel passage disposed between the fuel tank and the fuel rail and / or between the fuel rail and the engine's fuel injection system. In any case, feedback from the temperature sensor combined with data stored in a multi-input lookup table can be used to determine the fuel tank temperature.

[0067] Method 400 can proceed to 404, wherein method 400 may include calculating the fuel temperature based on the fuel tank temperature. Therefore, the fuel temperature can be extrapolated based on a combination of feedback from the temperature sensor described at 402 and information stored in a multi-input lookup table.

[0068] Method 400 can proceed to 406, wherein the method may include calculating the duration for which fuel remains in the fuel tank at a given fuel temperature. This can be calculated in conjunction with the fuel recirculation state determined above. As an example, the fuel recirculation state is combined with the fuel temperature of the fuel in the fuel tank to calculate the time during which fuel has been arranged in the fuel tank at a given temperature without being circulated. In some examples, the fuel temperature may change over time, such that the fuel temperature increases or decreases with the time measured between fuel tank fillings.

[0069] Turn now Figure 5 This illustrates a method for determining fuel aging and providing one or more prompts to a vehicle driver on demand based on aging. Method 500 begins at 502, wherein method 500 includes estimating the mass of fuel currently in the fuel tank. The mass of the fuel may correspond to the amount of fuel in the fuel tank that has not yet been circulated out of the fuel tank. The mass of the fuel may take into account the initial mass of the fuel, wherein the initial mass of the fuel corresponds to the mass of fuel supplied by the refueling station during fuel tank refilling.

[0070] In some embodiments, gas stations may provide information about the quality of their fuel via RFID, Wi-Fi, and email. Alternatively, gas stations may display information about the quality of their fuel to the vehicle driver, who can then input the information into the vehicle's infotainment system. Information about fuel quality may include cetane concentration, octane concentration, water concentration, temperature, etc.

[0071] Alternatively, if the gas station does not include information about the quality of its fuel, vehicles can access a central data storage system, with multiple vehicles able to communicate with it. In one example, the central data storage system is the cloud. Therefore, the central data storage system can receive information about the fuel quality from drivers who have previously received fuel from the gas station. Figure 7 Method 700 describes the determination of fuel quality on a vehicle in more detail. Once the fuel quality is determined, the information can be relayed to a central data storage system, and then forwarded to other vehicles receiving fuel from the gas station.

[0072] Method 500 can proceed to 504, where method 500 may include calculating fuel aging. Fuel aging can be calculated based on a combination of fuel mass and the duration and temperature at which fuel remains in the fuel tank without being circulated. In one example, fuel aging can be adjusted based on one or more of fuel mass, duration, and temperature. For example, if fuel mass decreases, fuel aging may increase. That is, if the initial mass of the fuel is relatively low, fuel aging may occur more quickly. As another example, fuel aging may increase accordingly as the duration of time fuel remains in the fuel tank without being circulated increases. As yet another example, fuel aging may also increase as temperature rises. This may be due to the accumulation of water condensate in the fuel tank as fuel temperature increases. If the fuel is not circulated to fuel passages outside the fuel tank, water and / or other impurities may remain in the fuel, thereby reducing the overall mass of the fuel and increasing fuel aging.

[0073] Method 500 can proceed to 506, where method 500 includes determining whether the fuel aging of the fuel that has not yet been circulated out of the fuel tank is less than a threshold aging. In some examples, the threshold aging may be based on fuel aging, where fuel aging can lead to reduced fuel economy, reduced combustion stability, reduced power output, etc. If the fuel aging is less than the threshold aging, method 500 can proceed to 508 to maintain the current operating parameters and not prompt the vehicle driver to consume excessively aged fuel.

[0074] If the fuel aging is not less than a threshold aging, method 500 may proceed to 510 to prompt the vehicle driver to perform one or more of the following: consume the excessively aged fuel at 512, refill with fresh fuel at 514 (e.g., perform a fuel filler), and use an additive at 516. Consuming the excessively aged fuel may include prompting the vehicle driver to continue driving to allow the vehicle to consume the excessively aged fuel. This prompt may additionally include instructing the vehicle driver to drive under fuel-inefficient engine conditions. For example, the prompt may include instructions to perform more aggressive accelerator pedal input, increase engine speed (RPM) before shifting gears, etc. Refilling with fresh fuel may include warning the vehicle driver that the fuel aging is not less than a threshold aging and that the excessively aged fuel needs to be diluted. Furthermore, the prompt may include a list of nearby gas stations with known fuel quality. In some examples, gas stations with unknown fuel quality may also be displayed. If the vehicle driver selects one of the gas stations, route guidance may be displayed. Finally, prompting the vehicle driver to add one or more additives to the fuel tank may include various types of additives. Alternatively or alternatively, a list of locations where additives are sold may be displayed. When one of the locations is selected, directions may be displayed. It should be understood that each of the prompts may be displayed on one or more screens in the vehicle, including infotainment screens, navigation system screens, and dashboard screens. Alternatively or additionally, the prompt may be sent to the vehicle driver via email, telephone call, or text message.

[0075] Method 500 can proceed to 518, where method 500 may include determining whether one or more of the prompts have been completed. If fuel aging is no longer greater than or equal to a threshold aging, it can be determined that one or more of the prompts have been completed. Alternatively or additionally, a new flag may be set after refilling with fresh fuel, thereby indicating that the prompt has been completed. If one or more of the prompts have been completed, method 500 may proceed to 520, where method 500 may include adjusting current operating parameters and deleting the prompt. In some examples, a prompt indicating that fuel aging is now less than a threshold aging may be displayed to the vehicle driver.

[0076] In some examples, the adjustment may include supporting altered driver behavior that results in increased fuel consumption. That is, if the vehicle driver adjusts their driving behavior to consume more fuel at a first rate (e.g., pressing the accelerator pedal harder, braking more, etc.), the method may also include adjusting one or more engine operating parameters of the hybrid electric drive system to consume fuel at a second rate, wherein the second rate is greater than the first rate.

[0077] For example, if the vehicle is a plug-in hybrid vehicle (e.g., Figure 1The vehicle propulsion system 100), wherein the vehicle driver replenishes the vehicle's energy storage device (e.g., via a socket) Figure 1 If an energy storage device 150 is used, the vehicle can prioritize the consumption of energy in the energy storage device over fuel consumption during engine operating conditions where fuel aging does not exceed a threshold aging. This can include assisting the engine to maintain a more stable engine revolutions per minute (RPM) during transient conditions via an electric motor configured to receive electricity from the energy storage device, thereby reducing the state of charge (SOC) of the energy storage device. A more stable engine RPM can include maintaining the engine RPM within a certain range (e.g., 1000 RPM to 4000 RPM) to provide better fuel economy compared to a varying engine RPM, which may fluctuate between 1000 RPM and 9000 RPM. However, if fuel aging exceeds an aging threshold, the controller can signal one or more actuators to adjust one or more engine operating parameters to further increase fuel consumption in conjunction with altered driving behavior. This can provide synergistic benefits in addressing the technical problem of rapidly consuming old fuel, as the increased aggression of the driver is compensated by a similar increase in the aggression of engine operation, even if the vehicle still follows driving commands. For example, increasing the engine's RPM transients can compensate for more aggressive driving by the driver, while further increasing the use of stale fuel.

[0078] One such adjustment could include prioritizing energy consumption so that fuel consumption takes precedence over electrical energy consumption. As an example, this could include adjusting the threshold SOC limit of the energy storage device such that the threshold SOC limit increases relative to driving conditions that do not increase fuel consumption. In some examples, a first threshold SOC limit corresponds to a SOC limit prioritizing electrical energy consumption, and this first threshold SOC limit could be less than 5%, meaning that almost (if not all) of the energy in the energy storage device can be consumed. A second threshold SOC limit corresponds to a SOC limit prioritizing fuel consumption, and this second threshold SOC limit is greater than 50%, meaning that the controller can prevent electrical energy consumption from exceeding half the capacity of the energy storage device. By doing so, the engine RPM can change more significantly during transient engine conditions (e.g., when the accelerator pedal is depressed) than when only the vehicle's driver behavior is adjusted. For example, if only the vehicle's driver behavior is adjusted, the engine RPM can approach the upper end of the stable engine RPM range (e.g., 3500 RPM), but if both the vehicle's driver behavior and engine conditions are adjusted, the engine RPM can approach the upper end of the variable engine RPM range (e.g., 8000 RPM). Additionally, engine RPM can fluctuate from the upper to the lower end during transient conditions to further consume aging fuel. As an example, a vehicle driver might begin to press the accelerator pedal more aggressively. In response to this more aggressive acceleration, the electric motor may not assist or may assist less during accelerator pedal operation, increasing engine load and resulting in less power output being measured, thus increasing engine RPM and consequently increasing fuel consumption.

[0079] As another example, the regeneration of an energy storage device can be adjusted to increase fuel consumption. Even when regeneration is not needed, using the engine to regenerate the energy storage device can increase the load on the engine. Therefore, a portion of the engine power output can be increased above the power output corresponding to the current driver demand. Alternatively, the energy storage device may not supply power to the electric motor or other electrical devices. Furthermore, if the energy storage device is fully charged and the engine attempts to regenerate it, the energy supplied by the engine to the energy storage device may be lost as waste heat. As another example, regenerative braking schemes can be delayed or altered so that braking is not regenerative. This can lead to increased fuel consumption because the heat generated by braking is lost as waste heat.

[0080] This approach increases engine torque output while reducing electric motor torque output, leading to increased fuel consumption. Combined with more aggressive driving behavior and adjusted engine operating parameters corresponding to reduced fuel economy, this can result in faster consumption of aging fuel.

[0081] If one or more prompts have not been completed, or if fuel aging remains greater than or equal to a threshold aging after one or more of the prompts have been completed, method 500 may proceed to 522, wherein the method may include adjusting one or more engine operating parameters and continuing to display prompts. Adjusting one or more engine operating parameters may include increasing fuel pump flow rate, increasing fuel injection quantity, decreasing air-fuel ratio, increasing canister extraction, etc. As an example, the method may determine that fuel aging is greater than or equal to (e.g., not less than) a threshold aging, wherein the method may signal to increase canister extraction to improve fuel quality. In some examples, components of the fuel tank and / or the fuel passage between the fuel tank and the fuel rail may be determined to be deteriorated. In response, an indicator light may be activated to indicate to the vehicle driver that maintenance may be required. It should be understood that, in some examples of method 500, one or more adjustments to engine operating parameters may be combined with displaying prompts to the vehicle driver at 510. That is, the method may perform one or more engine adjustments even if one or more of the prompts have not been completed.

[0082] As an example, in a vehicle that is a plug-in hybrid vehicle (e.g., Figure 1 In the case of a vehicle propulsion system 100, the adjustment may include prioritizing fuel consumption over electrical energy consumption of the energy storage device, similar to the example shown at 520. However, since the vehicle driver's behavior remains substantially constant, resulting in little change in driver demand, adjusting the engine operating parameters at 522 can have a smaller magnitude and / or extent compared to 520. Therefore, increasing the threshold SOC limit when the vehicle driver's behavior has not changed can be less than increasing it when the vehicle driver's behavior has changed. As an example, the threshold SOC limit can be increased to between 20% and 40%. In one example, the threshold SOC limit is increased to 30%.

[0083] Alternatively or concurrently, the method may also include extending the active time of the fuel pump. As an example, if the vehicle has recently been turned off, the fuel pump may be activated, causing fuel to circulate from the fuel tank to the filter and other components of the fuel passage. This may delay fuel aging, which occurs when the engine is not ignited. Therefore, fuel pump activation can also occur during coasting events and start / stop events, where engine combustion is not required. In this way, the active time of the fuel pump is increased, thereby circulating a larger percentage of fuel in the fuel tank.

[0084] therefore, Figure 3 , Figure 4 and Figure 5The method described combines methods for estimating fuel aging in the fuel tank and, if any, for vehicle adjustments in response to the estimated fuel aging. For example, if the fuel aging is less than a threshold aging, the fuel mass may be sufficient to produce an air-fuel ratio substantially equal to the expected air-fuel ratio. However, if the fuel aging is greater than the threshold aging, the fuel mass may be insufficient to produce an air-fuel ratio greater than or equal to the expected air-fuel ratio. That is, the amount of fuel injected with fuel aging greater than the threshold aging may be less than the amount of fuel injected with fuel aging less than the threshold aging. This may be due to the increased water content in the fuel as it ages.

[0085] In response to fuel aging being greater than or equal to a threshold aging, the controller may signal to the vehicle's infotainment system to display various instructions to the driver. These instructions may include consuming fuel, performing fuel tank filling, and / or adding one or more fuel additives to the fuel tank. Alternatively or additionally, the controller may adjust one or more engine operating parameters to adjust the air-fuel ratio to meet a desired air-fuel ratio. This can be performed by increasing the commanded fuel injection quantity, reducing mass airflow, and increasing filter canister extraction. Alternatively or additionally, the controller may reduce fuel economy by increasing fuel consumption to assist the driver in following the prompts. For example, if the vehicle has an automatic transmission, shifting may occur at higher engine RPMs. For example, higher engine RPMs may include above 5,000, while shifting occurs when the fuel aging is below the threshold aging at engine RPMs below 5,000. In response to fuel aging falling below the threshold aging, adjustments and / or prompts may be deleted and / or reset.

[0086] Turn now Figure 6 This discloses a method 600 for determining whether a fuel tank filling is occurring and whether the quality of fuel supplied during filling is available. Therefore, in some embodiments of this disclosure, method 600 may be used in conjunction with 502 of method 500. That is, in some examples, 502 of method 500 may include some or all of the steps of method 600.

[0087] Method 600 begins at 602, wherein the method includes determining whether a fuel tank fill is about to occur. This can be determined by monitoring whether a sensor is positioned in the fuel tank nozzle, wherein the sensor can provide feedback if the fuel dispensing device is inserted into the fuel tank nozzle. Alternatively or additionally, a fuel tank fill may occur if the vehicle driver opens the fuel tank door. This can be further integrated with a navigation system that determines the vehicle's current location is at a gas station. Therefore, a fuel tank fill will occur if the vehicle driver performs one or more of the following actions: being at a fuel supply station, opening the fuel tank door, and inserting the fuel dispensing device into the fuel nozzle.

[0088] If no fuel tank filling occurs, method 600 can proceed to 604, where method 600 may include maintaining the current operating parameters and not resetting the flag. Furthermore, a timer monitoring the elapsed time between fuel tank fillings continues to increment.

[0089] If a fuel tank filling is about to occur, method 600 can proceed to 606, wherein the method may include estimating the mass of fuel supplied by the gas station.

[0090] Method 600 can proceed to 608, wherein method 600 may include determining whether fuel quality is available. As mentioned above, fuel quality can be obtained via gas stations and information provided by other drivers. If fuel quality is unavailable, the method proceeds to... Figure 7 702, from which the fuel quality on the vehicle can be determined.

[0091] If a fuel quality is available, method 600 can proceed to 610, whereby the method may include determining whether the fuel quality is greater than a threshold fill quality. The threshold fill quality may be a dynamic value adjusted in response to current fuel aging. For example, if current fuel aging increases and the fuel in the tank becomes less efficient, the threshold fill quality may increase, thereby requiring the vehicle driver to dispense higher quality fuel into the tank. Conversely, if current fuel aging decreases or falls below the threshold aging, the threshold fill quality may also decrease. Alternatively or additionally, the threshold fill quality may be a fixed value. In one example, the fixed value represents the national average fuel quality.

[0092] If the fuel mass exceeds a threshold fill mass, method 600 can proceed to 612, whereby method 600 warns the driver to dispense fuel into the fuel tank and resets the indicator. The warning may include one or more of the following: a message displayed on the infotainment system, an email, a phone call, or a text message. The warning may also include a beep or other audible noise informing the driver to begin dispensing fuel. Alternatively or additionally, a mechanism may be arranged in the fuel tank nozzle, wherein the mechanism can interact with the fuel dispensing device to allow fuel to begin dispensing into the fuel tank.

[0093] If the fuel quality is not greater than a threshold fill weight, method 600 may proceed to 614 to warn the driver about the fuel quality and provide one or more suggestions. The suggestions may include avoiding refueling at the current gas station. Alternatively or additionally, the warning may include the minimum amount of fuel required to propel the vehicle from the current gas station to the nearest gas station with a fuel quality greater than the threshold fill weight.

[0094] Turn now Figure 7The document illustrates a method 700 for performing the following operations: determining the composition of fuel recently added to the fuel tank, storing the location receiving the new fuel and marking the location if the new fuel quality is below a threshold quality, sending the stored location to a central server, and receiving warnings from the central server of other locations where the fuel quality is below the threshold quality, provided by other vehicles. Warnings are provided via text, email, voice call, and in-vehicle messaging systems. To avoid refilling with fuel below the threshold quality, the central server may warn the vehicle driver to refuel at the nearest fuel station if the distance between the nearest fuel station providing fuel above the threshold quality and the next fuel station providing fuel above the threshold quality is less than the driving distance based on the current amount of fuel in the vehicle. Method 700 may also include adjusting engine operating parameters based on the new fuel quality being below the threshold quality. The adjustments may include reducing EGR flow, increasing fuel injection pressure, advancing injection timing, increasing injection quantity, and reducing the air-fuel ratio. Injection may include one or more of primary (e.g., ignition) injection and post-injection (e.g., injection during the compression stroke and / or after ignition). Marking the location may also include displaying a message to not refuel at fuel supply locations where fuel previously supplied below a threshold quality.

[0095] Method 700 begins at 702, which includes determining the amount of fuel in the fuel tank prior to a fuel tank fill event. In one example, the fuel amount can be determined as a percentage. The percentage can be calculated based on feedback from volume sensors (e.g., fuel level sensors) and / or mass sensors coupled to the interior of the fuel tank. Alternatively, the percentage can be estimated based on the number of miles driven since the last fuel tank fill. In this way, the number of miles driven, along with changes in altitude, activation of auxiliary components (e.g., A / C activation), traction and / or drag, and other factors that change the miles per gallon, can be used to determine the percentage.

[0096] At 704, method 700 can determine the amount of fuel in the fuel tank after a fuel tank fill event. Alternatively or additionally, the amount of fuel added to the fuel tank can be determined by calculating the difference between the amount of fuel in the fuel tank after the fuel tank fill event and the amount of fuel in the fuel tank before the fuel tank fill event.

[0097] At 706, method 700 increments the fill counter by 1. Therefore, the total number of fills can be tracked over the vehicle's lifespan. Alternatively or additionally, the fill counter can measure the total amount of fuel added to the fuel tank. Therefore, both the number of fills and the amount of fuel added to the fuel tank can be measured over the vehicle's lifespan.

[0098] At 708, subroutine 700 includes determining the miles per gallon between fills. This can be calculated by comparing the miles driven with the amount of fuel consumed since the previous fill-up event and the current fill-up event.

[0099] In one example, the current miles per gallon between fills can be compared to the previous miles per gallon between fills. Alternatively, the current miles per gallon between fills can be compared to the average of all previous miles per gallon between fills. On the other hand, the current miles per gallon between fills can be compared to an estimated miles per gallon tracked by the odometer. If the current miles per gallon between fills is less than the average or previous miles per gallon between fills by a threshold difference, the controller can notify a central server. Additionally or alternatively, in response to a number of consecutive times the current miles per gallon is less than the average or previous miles per gallon, a decrease in miles per gallon can be notified to the central server. For example, if the current miles per gallon is less than the average or previous miles per gallon after three consecutive fill events, a decrease in miles per gallon can be notified to the central database. The central server can signal the controller to notify the owner via a notification on the vehicle's infotainment system that the vehicle is traveling fewer miles per gallon than expected and that vehicle maintenance may be necessary. Alternatively or concurrently, the central server may signal the controller to adjust engine conditions in response to degradation. In one example, adjusting engine conditions includes the controller signaling to reduce cabin cooling by adjusting the actuators of the air conditioning unit and / or fan to reduce airflow into the cabin.

[0100] In some examples, additionally or alternatively, the miles per gallon (mph) between fills can be adjusted using fuel economy data derived from estimates of ethanol or biodiesel content, obtained from exhaust gas sensors and / or in-cylinder pressure sensors (ICPS) or from information provided by the fuel pump. In this way, the current mph can be adjusted to account for ethanol and / or biodiesel in the fuel. As an example, this adjustment includes increasing the current mph as the ethanol and / or biodiesel content in the fuel increases. Fuel economy can be further adjusted by taking into account fuel quality, which may include octane rating, water content, contaminant concentrations, etc.

[0101] It should be understood that in some examples of method 700, steps 30 and 308 may be omitted, and the manufacturer's average fuel economy may be used instead. Alternatively, on-board average fuel economy may be used, which indicates the average fuel economy at which the current vehicle driver is operating the vehicle. It should be understood that a vehicle may be operated by different vehicle drivers at different times. Therefore, if a vehicle includes more than one vehicle driver during its lifespan, the vehicle can determine which of its vehicle drivers is currently operating the vehicle. This can be determined based on driver seat settings (e.g., weight, height, etc.), cellular devices connected to the vehicle, and prompts on the infotainment system requiring the vehicle driver to select a vehicle driver from a list of known vehicle drivers. By utilizing the determined average fuel economy associated with a specific vehicle driver, a more accurate fuel quality determination can be calculated.

[0102] At 710, method 700 includes determining the location of the vehicle. This may also include determining the address of the gas station where the vehicle received fuel from its current fuel tank fill. The location may be determined via GPS, telephone, navigation system, etc. In one example, the telephone may be wirelessly connected to the vehicle (e.g., via Bluetooth). Therefore, the vehicle can request its current location from the telephone without user input and / or action.

[0103] At 712, method 700 determines the air-fuel ratio during an engine ignition event following an engine starting event. Events other than the engine starting event include engine ignition that occurs after a target engine speed is reached and successful cylinder combustion occurs. The air-fuel ratio can be determined by an exhaust sensor fluidly coupled to the engine's exhaust passage. In some examples, the air-fuel ratio can be based on the mass of fuel injected, determined by ICPS. Thus, as the octane number of the injected fuel increases, the air-fuel ratio can decrease (e.g., become richer).

[0104] At point 714, method 700 includes sending the information collected above, along with the vehicle identification number (VIN), to a central server. The central server can store, analyze, and process the data. In one example, this may include comparing data received from a vehicle with data received from other similar vehicles (e.g., model, lifespan, mileage, location, usage, etc.). Furthermore, the data can be compared with similar vehicles under similar conditions (e.g., cold weather, altitude, rain, etc.). As an example, if the weather and other external conditions (e.g., altitude) are similar, a vehicle in Portland, Oregon, can be compared with a vehicle in Detroit, Michigan.

[0105] At 716, method 700 includes determining whether a batch of fuel from the current fuel tank fill is defective. If the fuel does not conform to vehicle specifications (e.g., too lean, too rich, etc.), it may be defective. Alternatively or additionally, the fuel batch may be defective if it is the wrong type of fuel (e.g., diesel in a spark-ignition vehicle). Fuel composition can be measured by a fuel composition sensor that detects the amount of different components in the fuel. As an example, the controller can determine whether a recently added fuel batch is defective by comparing the composition of the fuel in the tank before and after filling with a threshold fuel composition. Alternatively, the fuel sensor may be located within a portion of the fuel tank, allowing it to measure the composition of the incoming fuel before it mixes with fuel already present in the tank. Thus, the fuel sensor can directly determine whether the incoming fuel is below a threshold quality (referred to herein as defective fuel). Alternatively or alternatively, the composition of the fuel batch from the current fuel tank filling can be determined via an in-cylinder pressure sensor (ICPS), indicated mean effective pressure (IMEP), combustion phasing, peak pressure rise rate, peak pressure location, peak pressure rise position, and / or other suitable means.

[0106] If the fuel composition of the fuel entering the fuel tank or the fuel in the fuel tank after filling is substantially similar to the threshold fuel composition (e.g., within 95%), then method 700 proceeds to maintain the current engine operating parameters at 718 and does not send a notification to the driver.

[0107] If the fuel composition is not equal to a threshold fuel composition, method 700 proceeds to send a notification to the driver at 720. This may include the controller sending a message to the driver via text, email, telephone call, and / or an updated display on the vehicle's infotainment system. The method may also include remembering the location where the vehicle received the defective fuel. In one example, if the driver is operating the vehicle and requests the navigation system to locate one or more gas stations for refueling, the controller may mark the location where the vehicle has received the defective fuel. Alternatively, the controller may respond to the request to locate gas stations without displaying these locations. In some examples, a central server may notify other vehicles when other vehicles are within a threshold range (e.g., 50 miles) of the location where the defective fuel was delivered. In this way, the vehicle driver may avoid gas stations with defective fuel. Additionally or alternatively, method 700 may also include determining whether a deviation from the desired fuel composition would degrade the engine. If the defective fuel batch is capable of degrading the engine, subroutine 300 may include adjusting engine operation, said adjustment may include applying reduced ratings, limiting torque, providing driving coaching techniques, signaling for help, providing a contact list (e.g., towing companies, taxis, etc.).

[0108] In some examples, if a gas station is located remotely and the vehicle needs refueling due to a low fuel level, the controller can warn the driver of the bad fuel situation, along with the distance between the gas station and the nearest gas station on the specified driving route. For example, the driver can input their destination into the navigation system. While driving, the vehicle may run out of fuel and therefore need refueling. The driver can approach a gas station known to the central server to offer bad fuel. In one example, the central server could signal to the controller to display and / or send a warning to the vehicle driver (e.g., indicating "The gas station is bad. Consider filling the tank at a different location."). This warning informs them of the availability of bad fuel along with a list of other fuel stations closest to their current location and least deviating from their current driving path. As another example, the controller could predict when the tank will need fuel and notify the driver to fill the tank before that need occurs to avoid filling at a gas station offering bad fuel. In this way, the driver approaches a gas station offering acceptable fuel but doesn't have enough fuel to drive to the next nearest station offering acceptable fuel. Therefore, the controller can avoid bad fuel stations by measuring remaining mileage based on the fuel in the tank and information from the central server regarding the fuel quality at the gas station.

[0109] Turn now Figure 8 It shows a graphical representation. Figures 3 to 5 The method includes one or more engine operation sequences 800. Engine operation sequence 800 may include a curve 810 showing the time elapsed between fuel tank fillings, a curve 820 showing the fuel pump flow rate, a curve 830 showing the fuel tank temperature, a curve 840 showing estimated fuel aging and a dashed line 842 representing threshold fuel aging, a curve 850 showing the accelerator pedal position, and a curve 860 showing a warning status displayed to the vehicle driver. Time is shown on a horizontal axis of engine operation sequence 800 and increases from left to right in the figure.

[0110] Before t1, the time between fills (curve 810) is increasing. The fuel pump flow rate (curve 820) and fuel tank temperature (curve 830) remain substantially constant. The estimated fuel aging (curve 840) increases at a first rate towards the threshold fuel aging (dashed line 842) because some fuel in the fuel tank remains unused and uncirculated. Pedal position (curve 850) is shown as swinging from a first extreme position (indicated by "0") to different positions between the first extreme position and a second extreme position (indicated by "1"). The first extreme position can correspond to a fully tilted pedal position, where the pedal is not depressed. Furthermore, the first extreme position can correspond to a fully closed throttle position, where driver demand is substantially zero. Therefore, the second extreme position can correspond to a fully depressed pedal position, where the pedal is pressed as close to the vehicle floor as possible. Thus, driver demand is likely highest at the second extreme position and the throttle can be fully open. No warnings and / or messages and / or prompts are displayed to the driver (curve 860). As shown, the estimated fuel aging is less than the threshold fuel aging, and the driver behavior of the vehicle without warning displays corresponds to gradually adjusting the pedal position. At t1, the fuel tank temperature begins to increase towards a higher fuel tank temperature. This may cause condensate to collect on the inner surface of the fuel tank, which may be colder than the fuel and air disposed within the fuel tank. Therefore, fuel dilution may occur, and fuel aging may increase.

[0111] Between t1 and t2, the estimated fuel aging increases at a second rate. In some examples, the second rate may be greater than the first rate. Alternatively or concurrently, the second rate may be substantially equal to the first rate prior to t1. The fuel pump flow rate remains substantially constant, and the time between fuel tank fillings continues to increase. At t2, the fuel tank temperature begins to decrease, which may result in less condensation forming on the inner surface of the fuel tank. The fuel pump flow rate begins to decrease, which may result in less fuel from the fuel tank passing through the filter, thereby increasing the estimated fuel aging.

[0112] Between t2 and t3, the fuel pump flow rate can decrease towards a relatively lower fuel pump flow rate. As a result, the estimated fuel aging can increase at a third rate. In one example, the third rate is substantially equal to the second rate and greater than the first rate. As another example, the third rate can be greater than or less than the second rate while being greater than the first rate. As yet another example, the third rate can be substantially equal to each of the first and second rates. The fuel tank temperature can decrease away from a relatively high fuel tank temperature. At t3, the estimated fuel aging may exceed the threshold fuel aging. In response, as described above, a warning is issued to the driver to alert them to perform a fuel tank fill, consume excessively aged fuel, and / or add one or more additives to the fuel tank. Alternatively or alternatively, the controller can adjust one or more engine operating parameters to assist the driver in increasing fuel consumption and / or maintaining or reducing the estimated fuel aging. As described above, during transient events, the electric motor power output can decrease during transient engine conditions, thereby increasing fuel consumption.

[0113] Between t3 and t4, the driver notices the warning and begins pressing the accelerator pedal more erratically. The driver can further depress the pedal and more aggressively adjust its position, causing fuel consumption to increase relative to the level before t3. In combination, the fuel pump flow rate is increased to a relatively high level to prevent further increases in estimated fuel aging. By increasing the fuel pump flow rate to a relatively high level, more fuel from the fuel tank passes through the filter, thus removing water and other particulate matter from the fuel. This, combined with the engine tuning and driver behavior adjustments mentioned above, prevents fuel aging from increasing further above the threshold fuel aging level.

[0114] At t4, a fuel tank refill may occur, and the time between refills can be reset to 0. After t4, the estimated fuel aging can be reset to a relatively low level, below the threshold fuel aging, because the fuel from the refill mixes with the over-aged fuel. When the estimated fuel aging is below the threshold fuel aging, the driver alert can be removed, and the engine operating parameters can be reset to those corresponding to the engine condition. The vehicle driver can then revert to their normal operating behavior, such as that prior to t3, to reduce fuel consumption.

[0115] In this way, in response to fuel aging exceeding or equaling a threshold aging, combustion stability and vehicle performance can be maintained by adjusting one or more engine operating parameters and prompting the driver to perform one or more tasks. The technical effect of estimating fuel aging is to mitigate engine degradation caused by low-quality fuel (e.g., fuel aged exceeding or equaling the threshold aging). By doing so, vehicle lifespan can be increased.

[0116] An embodiment of a method includes alerting a vehicle driver to adjust driving behavior and one or more engine operating parameters in response to an estimated fuel aging exceeding a threshold fuel aging. A first example of the method further includes alerting the driver to one or more of the following: displaying a message via an infotainment system, sending text to a cellular device belonging to the vehicle driver, calling the cellular device belonging to the vehicle driver, and sending an email to the vehicle driver. A second example of the method (optionally including the first example) further includes adjusting one or more engine operating parameters, including reducing the air-fuel ratio, increasing fuel injection quantity, and increasing engine speed before shifting gears. A third example of the method (optionally including one or more of the first and second examples) further includes adjusting driving behavior by alerting the vehicle driver to consume fuel including the estimated fuel aging exceeding the threshold fuel aging, wherein the threshold fuel aging is based on average fuel economy. A fourth example of the method (optionally including one or more of the first to third examples) further includes alerting the vehicle driver to consume fuel by instructing the driver to perform one or more of the following: pressing the accelerator pedal hard, using a higher engine RPM before shifting gears, and driving further. A fifth example of the method (optionally including one or more of the first to fourth examples) further includes a warning to the vehicle driver that the method also includes instructing the vehicle driver to fill the fuel tank. A sixth example of the method (optionally including one or more of the first to fifth examples) further includes the instruction that includes providing a list of nearby gas stations. A seventh example of the method (optionally including one or more of the first to sixth examples) further includes the warning that the method also includes instructing the vehicle driver to dispense at least one of a variety of fuel additives into the fuel tank. An eighth example of the method (optionally including one or more of the first to sixth examples) further includes the instruction that also includes displaying a list of nearby locations where at least one of the various fuel additives is sold.

[0117] An embodiment of the system includes: an engine including a fuel rail fluidly coupled to a fuel tank via a fuel passage; and a controller having computer-readable instructions stored in its non-transitory memory, the computer-readable instructions, when executed, enabling the controller to estimate a circulation percentage of fuel in the fuel tank and calculate fuel aging of uncirculated fuel in the fuel tank based on the circulation percentage, temperature, and time elapsed since the last fuel tank fill. A first example of the system further includes the controller including instructions for estimating the circulation percentage based on the flow rate of a fuel pump, wherein the fuel pump pumps fuel from the fuel tank to the fuel passage. A second example of the system (optionally including the first example) further includes the controller including instructions for intrusively activating the fuel pump in response to fuel aging exceeding a threshold fuel aging, wherein intrusive activation of the fuel pump includes activating the fuel pump during non-combustion engine operating parameters. A third example of the system (optionally including the first and / or the second example) further includes resetting the elapsed time when the fuel tank is filled with fuel of a mass greater than a threshold fuel mass. A fourth example of the system (optionally including one or more of the first to third examples) further includes the threshold fuel quality being proportional to a dynamic value based on the fuel aging. A fifth example of the system (optionally including one or more of the first to fourth examples) further includes the fuel passage comprising a filter.

[0118] An embodiment of one method includes estimating a fuel recirculation factor based on the time elapsed since the last fuel tank fill and the percentage of fuel recirculation, and calculating fuel aging based on the fuel recirculation factor, the current fuel mass, and the temperature of the unrecirculated fuel. A first example of the method further includes the fuel recirculation percentage being based on the volume of the fuel tank, the volume of fuel in the fuel tank, and the flow rate of a fuel pump fluidly coupled to the fuel tank, wherein the fuel passage leads to a fuel rail coupled to a fuel injector of the engine. A second example of the method (optionally including the first example) further includes estimating the current fuel mass based on the initial mass of the fuel, wherein the initial mass of the fuel is provided by a gas station, by a central server configured to receive information about fuel mass from various vehicles, or by on-board diagnostics determining the air-fuel ratio during an engine ignition event following engine start-up after a fuel tank fill. A third example of the method (optionally including the first and / or the second example) further includes displaying multiple suggestions to a vehicle driver in response to the initial mass of the fuel being less than a threshold mass of the fuel, wherein the threshold mass of the fuel is proportional to the fuel aging. A fourth example of the method (optionally including one or more of the first to third examples) further includes recalculating the fuel aging in response to a fuel tank filling event.

[0119] Note that the exemplary control and estimation programs included herein can be used with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific programs described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threaded processing strategies, etc. Therefore, the various actions, operations, or functions shown may be executed sequentially, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown may be repeatedly executed depending on the specific strategy used. Furthermore, the actions, operations, and / or functions can be graphically represented as code programmed into a non-transitory memory of a computer-readable storage medium in an engine control system, wherein the actions are executed by combining instructions in a system including various engine hardware components with an electronic controller.

[0120] It should be understood that the configurations and procedures disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or properties.

[0121] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may relate to an “a” element or a “first” element or its equivalent. These claims should be understood to include a combination of one or more such elements, thus neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment to these claims or by setting new claims in this application or related applications. Such claims, whether broader, narrower, equivalent, or different in scope from the original claims, are considered to be included within the subject matter of this disclosure.

[0122] According to the present invention, a method for a vehicle includes: in response to an estimated fuel aging exceeding a threshold fuel aging, warning the vehicle driver to adjust driving behavior and adjust engine operating parameters.

[0123] According to one embodiment, the warning includes one or more of the following: displaying a message via an infotainment system, sending text to a cellular device belonging to the vehicle driver, calling the cellular device belonging to the vehicle driver, and sending an email to the vehicle driver.

[0124] According to one embodiment, adjusting one or more engine operating parameters includes reducing the air-fuel ratio, increasing the fuel injection quantity, and increasing the engine speed before shifting gears, and the vehicle is a hybrid electric vehicle.

[0125] According to one embodiment, adjusting driving behavior includes warning the vehicle driver to consume fuel in response to the estimated fuel aging being greater than the threshold fuel aging, wherein the threshold fuel aging is based on average fuel economy.

[0126] According to one embodiment, warning the vehicle driver about fuel consumption includes instructions to perform one or more of the following: pressing the accelerator pedal hard, a higher engine RPM before shifting gears, and driving further.

[0127] According to one embodiment, the invention is further characterized in that, in response to a vehicle driver adjusting driver behavior to consume fuel, a threshold SOC consumption limit is increased from a first limit to a second limit, wherein the first limit is 5% or less of the total storage capacity of the energy storage device, and wherein the second limit is 50% or more of the total storage capacity of the energy storage device, and wherein fuel consumption from the fuel tank takes precedence over electrical energy consumption from the energy storage device.

[0128] According to one embodiment, the warning to the vehicle driver also includes instructing the vehicle driver to perform a fuel tank refill, the instruction including providing a list of nearby gas stations.

[0129] According to one embodiment, the warning also includes instructing the vehicle driver to dispense at least one of a variety of fuel additives into the fuel tank.

[0130] According to one embodiment, the instruction also includes a list displaying nearby locations where at least one of the various fuel additives is sold.

[0131] According to the present invention, a system is provided comprising: an engine including a fuel rail fluidly coupled to a fuel tank via a fuel passage; and a controller having computer-readable instructions stored in its non-transitory memory, the computer-readable instructions, when executed, enabling the controller to: estimate the percentage of fuel circulation in the fuel tank; and calculate fuel aging of uncirculated fuel in the fuel tank based on the percentage of circulation, temperature, and time elapsed since the previous fuel tank filling.

[0132] According to one embodiment, the controller further includes instructions for estimating the cycle percentage based on the flow rate of the fuel pump and the fuel consumed by the engine, wherein the fuel pump pumps fuel from the fuel tank to the fuel passage.

[0133] According to one embodiment, the controller further includes an instruction for intrusively activating the fuel pump in response to fuel aging exceeding a threshold fuel aging, wherein intrusively activating the fuel pump includes activating the fuel pump during non-combustion engine operating parameters.

[0134] According to one embodiment, the elapsed time is reset when the fuel tank is filled with fuel of a mass greater than a threshold fuel mass.

[0135] According to one embodiment, the threshold fuel quality is proportional to a dynamic value based on the fuel aging.

[0136] According to one embodiment, the fuel passage includes a filter.

[0137] According to the present invention, a method includes: estimating a fuel recirculation factor based on the time elapsed since the last fuel tank fill and the percentage of fuel recirculation; calculating fuel aging based on the fuel recirculation factor, the current fuel mass, and the temperature of unrecirculated fuel; and warning a vehicle driver in response to the current fuel mass being less than a threshold fuel mass.

[0138] According to one embodiment, the fuel circulation percentage is based on the volume of the fuel tank, the volume of fuel in the fuel tank, the volume of fuel consumed by the engine, and the flow rate of the fuel pump that fluidly connects the fuel tank to a fuel passage leading to a fuel rail connected to a fuel injector of the engine.

[0139] According to one embodiment, the current fuel mass is estimated based on the initial mass of the fuel, wherein the initial mass of the fuel is provided by a gas station, a central server configured to receive information about fuel mass from various vehicles, or by on-board diagnostics that determines the air-fuel ratio during an engine ignition event following engine start-up after the fuel tank is filled.

[0140] According to one embodiment, the invention is further characterized in that multiple suggestions are displayed to the vehicle driver in response to the initial mass of the fuel being less than a threshold mass of the fuel, wherein the threshold mass of the fuel is proportional to the fuel aging.

[0141] According to one embodiment, the fuel aging is recalculated in response to a fuel tank refill event.

Claims

1. A method for a vehicle, comprising: The fuel recirculation factor is estimated based on the time elapsed since the last fuel tank fill and the percentage of fuel recirculation, wherein the percentage of fuel recirculation is based on the amount of fuel currently residing in the fuel tank and the flow rate of the fuel pump that fluidly connects the fuel tank to the fuel passage. Fuel aging is calculated based on the fuel recycling factor, the current fuel quality, and the temperature of the fuel in the fuel tank. as well as In response to calculated fuel aging exceeding a threshold fuel aging, the vehicle driver is warned to adjust driving behavior and engine operating parameters.

2. The method of claim 1, wherein the warning includes one or more of the following: displaying a message via an infotainment system, sending text to a cellular device belonging to the vehicle driver, calling the cellular device belonging to the vehicle driver, and sending an email to the vehicle driver.

3. The method of claim 1, wherein the fuel aging is recalculated in response to a fuel tank filling event.

4. The method of claim 1, wherein the fuel passage leads to a fuel rail coupled to a fuel injector of the engine, and wherein the fuel pumped from the fuel tank to the fuel rail does not include fuel consumed by the engine.

5. The method of claim 1, wherein warning the vehicle driver further includes instructing the vehicle driver to perform fuel tank filling, the instruction including providing a list of nearby gas stations.

6. The method of claim 1, wherein the warning further includes instructing the vehicle driver to dispense at least one of a variety of fuel additives into the fuel tank.

7. The method of claim 6, wherein the indication further comprises displaying a list of nearby locations where at least one of the plurality of fuel additives is sold.

8. A system for a vehicle, comprising: An engine, which includes a fuel rail fluidly connected to a fuel tank via a fuel passage; as well as A controller having computer-readable instructions stored in its non-transitory memory, which, when executed, enable the controller to: The fuel recirculation factor is estimated based on the time elapsed since the last fuel tank fill and the percentage of fuel recirculation, wherein the percentage of fuel recirculation is based on the amount of fuel currently residing in the fuel tank and the flow rate of the fuel pump that fluidly connects the fuel tank to the fuel passage; and Fuel aging is calculated based on the fuel recycling factor, the current fuel quality, and the temperature of the fuel in the fuel tank.

9. The system of claim 8, wherein the fuel pump pumps fuel from the fuel tank to the fuel passage.

10. The system of claim 9, wherein the controller further includes an instruction for intrusively activating the fuel pump in response to fuel aging exceeding a threshold fuel aging, wherein intrusively activating the fuel pump includes activating the fuel pump during non-combustion engine operating parameters.

11. The system of claim 8, wherein the elapsed time is reset when the fuel tank is filled with fuel of a mass greater than a threshold fuel mass.

12. The system of claim 11, wherein the threshold fuel mass is a dynamic value proportional to the aging of the fuel.

13. The system of claim 8, wherein the fuel passage includes a filter.

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