ATTORSEY DOCKET NO: LIASLIIIES8
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`RIABLE PTHSMOL OCTANE
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`INTRODUCTORY COMM
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`-eogiyaianuiasesns
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`ciamamationtanesena FORD Ex. 1030, page 1
`IPR2019-01400
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`
`
`FORD Ex. 1030, page 1
` IPR2019-01400
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`

`

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`
`
`
`
`FORD Ex. 1030, page 2
`IPR2019-01400
`
`FORD Ex. 1030, page 2
` IPR2019-01400
`
`

`

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`IPR2019-01400
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`FORD Ex. 1030, page 3
` IPR2019-01400
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`
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`
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`
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`
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`
`

`

`Remarks
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`FORD Ex.1030, page 4
`IPR2019-01400
`
`FORD Ex. 1030, page 4
` IPR2019-01400
`
`
`
`
`
`
`
`

`

`Electronic Patent Application Fee Transmittal
`
`Filing Date:
`
`Title of Invention:
`
`FUEL MANAGEMENTSYSTEM FOR VARIABLE ETHANOL OCTANE
`ENHANCEMENT OF GASOLINE ENGINES
`
`
`
`First Named Inventor/Applicant Name: Daniel R. Cohn
`
`Filer:
`
`Attorney Docket Number:
`
`Sam Pasternack/Abram Barrett
`
`11381.113158
`
`Filed as Large Entity
`
`
`
`Application Number:
`
`
`
`Utility application filing
`
`
`
`
`Utility under 35 USC 111(a) Filing Fees
`
`Description
`
`Basic Filing:
`
`Utility Search Fee
`
`Utility Examination Fee
`
`Miscellaneous-Filing:
`
`Patent-Appeals-and-Interference:
`
`Quantity
`
`Sub-Total in
`USD(S$)
`
`1311
`
`FORD Ex. 1030, page 5
`IPR2019-01400
`
`FORD Ex. 1030, page 5
` IPR2019-01400
`
`

`

`Post-Allowance-and-Post-Issuance:
`
`Miscellaneous:
`
`Extension-of-Time:
`
`
`
`Total in USD ($) 1250
`
`FORD Ex. 1030, page 6
`IPR2019-01400
`
`FORD Ex. 1030, page 6
` IPR2019-01400
`
`

`

`Electronic AcknowledgementReceipt
`
`EFS ID:
`
`13561939
`
`
`
`Application Number: 13591717
`
`International Application Number:
`
`Confirmation Number:
`
`
`Title ofInvention:
`
`FUEL MANAGEMENTSYSTEM FOR VARIABLE ETHANOL OCTANE
`ENHANCEMENT OF GASOLINE ENGINES
`
`
`
`First Named Inventor/Applicant Name:
`
`Daniel R. Cohn
`
`Customer Number:
`
`91197
`
`Sam Pasternack/Abram Barrett
`Filer:
`
`
`Filer Authorized By:
`
`Sam Pasternack
`
`
`
`Attorney Docket Number: 11381.113158
`
`Receipt Date:
`
`22-AUG-2012
`
`Filing Date:
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`
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`
`
`Charge any Additional Fees required under 37 C.F.R. Section 1.19 (Document supply fees)
`
`Authorized User
`
`SPIRIDIGLIOZZI,KAY
`
`The Director of the USPTO is hereby authorized to charge indicated fees and credit any overpayment as follows:
`Charge any Additional Fees required under 37 CF.R. Section 1.17 (Patent application and reexamination processing fees)
`
`FORD Ex. 1030, page 7
`IPR2019-01400
`
`FORD Ex. 1030, page 7
` IPR2019-01400
`
`

`

`Charge any Additional Fees required under 37 C.F.R. Section 1.21 (Miscellaneous fees and charges)
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`File Listing:
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`P
`Number
`978722
`
`
`
`File Name Message Digest|Part/.zip| (if appl.)
`
`Application Data Sheet
`
`11381113158ADS.pdf
`
`4532 1c5d08be460cb38bc73b95a5be545,
`673a91
`
`This is not an USPTO supplied ADSfillable form
`
`Specification
`
`11381113158SPEC.pdf
`
`Drawings-only black and whiteline
`drawings
`
`11381113158FIGS.pdf
`
`
`
`
`
`567580
`
`add5774c675e05d608b2291 ddbc/9a731 al
`a35b3d
`
`155751
`
`71 a5d998badcbcf97e5413 1a12b8669aSbal
`77504
`
`120089
`
`faic066fc652bd3707884316490503h7749
`df
`
`365626
`
`€36818¢226 1be8362/d0/cdaff8al 3/fc606]
`fooe
`
`
`Warnings:
`Information:
`
`2220856
`
`
`Warnings:
`Information:
`
`Information:
`
`Oath or Declaration filed
`
`11381113158DEC.pdf
`
`Preliminary Amendment
`
`11381113158PREAMEND.pdf
`
`Information:
`
`Fee Worksheet (SB06)
`
`fee-info.pdf
`
`33088
`
`0d8c54.a106148c1d9b646875ce4f3c732a2|
`db420
`
`
`Warnings:
`Information:
`
`Total Files Size (in bytes)
`
`FORD Ex.1030, page 8
`IPR2019-01400
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`FORD Ex. 1030, page 8
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`

`This AcknowledgementReceipt evidences receipt on the noted date by the USPTO ofthe indicated documents,
`characterized by the applicant, and including page counts, where applicable. It serves as evidence of receipt similar to a
`Post Card, as described in MPEP 503.
`
`
`New Applications Under35 U.S.C. 111
`If a new application is being filed and the application includes the necessary componentsfora filing date (see 37 CFR
`1.53(b)-(d) and MPEP 506), a Filing Receipt (37 CFR 1.54) will be issued in due course and the date shownonthis
`AcknowledgementReceiptwill establish the filing date of the application.
`
`National Stage of an International Application under 35 U.S.C. 371
`If a timely submission to enter the national stage of an international application is compliant with the conditions of 35
`U.S.C. 371 and other applicable requirements a Form PCT/DO/EO/903 indicating acceptance of the application asa
`national stage submission under 35 U.S.C. 371 will be issued in addition to the Filing Receipt, in due course.
`
`the application.
`
`New International Application Filed with the USPTO as a Receiving Office
`If a new international application is being filed and the international application includes the necessary componentsfor
`an international filing date (see PCT Article 11 and MPEP 1810), a Notification of the International Application Number
`and ofthe International Filing Date (Form PCT/RO/105) will be issued in due course, subject to prescriptions concerning
`national security, and the date shown on this AcknowledgementReceiptwill establish the international filing date of
`
`FORD Ex.1030, page 9
`IPR2019-01400
`
`FORD Ex. 1030, page 9
` IPR2019-01400
`
`

`

`Electronic AcknowledgementReceipt
`
`EFS ID:
`
`13561939
`
`
`
`Application Number: 13591717
`
`International Application Number:
`
`Confirmation Number:
`
`
`Title ofInvention:
`
`FUEL MANAGEMENTSYSTEM FOR VARIABLE ETHANOL OCTANE
`ENHANCEMENT OF GASOLINE ENGINES
`
`
`
`First Named Inventor/Applicant Name:
`
`Daniel R. Cohn
`
`Customer Number:
`
`91197
`
`Sam Pasternack/Abram Barrett
`Filer:
`
`
`Filer Authorized By:
`
`Sam Pasternack
`
`
`
`Attorney Docket Number: 11381.113158
`
`Receipt Date:
`
`22-AUG-2012
`
`Filing Date:
`
`
`
`Time Stamp: 15:27:11
`
`Application Type:
`
`Paymentinformation:
`
`Submitted with Payment
`
`Utility under 35 USC 111(a)
`
`
`Charge any Additional Fees required under 37 C.F.R. Section 1.19 (Document supply fees)
`
`Authorized User
`
`SPIRIDIGLIOZZI,KAY
`
`The Director of the USPTO is hereby authorized to charge indicated fees and credit any overpayment as follows:
`Charge any Additional Fees required under 37 CF.R. Section 1.17 (Patent application and reexamination processing fees)
`
`FORD Ex. 1030, page 10
`IPR2019-01400
`
`FORD Ex. 1030, page 10
` IPR2019-01400
`
`

`

`Charge any Additional Fees required under 37 C.F.R. Section 1.21 (Miscellaneous fees and charges)
`
`File Listing:
`Document
`File Size(Bytes)/
`DocumentDescription
`
`P
`Number
`978722
`
`
`
`File Name Message Digest|Part/.zip| (if appl.)
`
`Application Data Sheet
`
`11381113158ADS.pdf
`
`4532 1c5d08be460cb38bc73b95a5be545,
`673a91
`
`This is not an USPTO supplied ADSfillable form
`
`Specification
`
`11381113158SPEC.pdf
`
`Drawings-only black and whiteline
`drawings
`
`11381113158FIGS.pdf
`
`
`
`
`
`567580
`
`add5774c675e05d608b2291 ddbc/9a731 al
`a35b3d
`
`155751
`
`71 a5d998badcbcf97e5413 1a12b8669aSbal
`77504
`
`120089
`
`faic066fc652bd3707884316490503h7749
`df
`
`365626
`
`€36818¢226 1be8362/d0/cdaff8al 3/fc606]
`fooe
`
`
`Warnings:
`Information:
`
`2220856
`
`
`Warnings:
`Information:
`
`Information:
`
`Oath or Declaration filed
`
`11381113158DEC.pdf
`
`Preliminary Amendment
`
`11381113158PREAMEND.pdf
`
`Information:
`
`Fee Worksheet (SB06)
`
`fee-info.pdf
`
`33088
`
`0d8c54.a106148c1d9b646875ce4f3c732a2|
`db420
`
`
`Warnings:
`Information:
`
`Total Files Size (in bytes)
`
`FORD Ex.1030, page 11
`IPR2019-01400
`
`FORD Ex. 1030, page 11
` IPR2019-01400
`
`

`

`This AcknowledgementReceipt evidences receipt on the noted date by the USPTO ofthe indicated documents,
`characterized by the applicant, and including page counts, where applicable. It serves as evidence of receipt similar to a
`Post Card, as described in MPEP 503.
`
`
`New Applications Under35 U.S.C. 111
`If a new application is being filed and the application includes the necessary componentsfora filing date (see 37 CFR
`1.53(b)-(d) and MPEP 506), a Filing Receipt (37 CFR 1.54) will be issued in due course and the date shownonthis
`AcknowledgementReceiptwill establish the filing date of the application.
`
`National Stage of an International Application under 35 U.S.C. 371
`If a timely submission to enter the national stage of an international application is compliant with the conditions of 35
`U.S.C. 371 and other applicable requirements a Form PCT/DO/EO/903 indicating acceptance of the application asa
`national stage submission under 35 U.S.C. 371 will be issued in addition to the Filing Receipt, in due course.
`
`the application.
`
`New International Application Filed with the USPTO as a Receiving Office
`If a new international application is being filed and the international application includes the necessary componentsfor
`an international filing date (see PCT Article 11 and MPEP 1810), a Notification of the International Application Number
`and ofthe International Filing Date (Form PCT/RO/105) will be issued in due course, subject to prescriptions concerning
`national security, and the date shown on this AcknowledgementReceiptwill establish the international filing date of
`
`FORD Ex. 1030, page 12
`IPR2019-01400
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`FORD Ex. 1030, page 12
` IPR2019-01400
`
`

`

`
`
`
`
`Application Gate Sheet 87 GFR 1.76
`
`
`
`AE LP
`
`
`
`Applicant Information:
`
`
`
`SiokPravines
`
`
`leeanaserdeceres
`
`
`
`FORD Ex. 1030, page 13
`IPR2019-01400
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`FORD Ex. 1030, page 13
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`FORD Ex.1030, page 14
`IPR2019-01400
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`FORD Ex. 1030, page 14
` IPR2019-01400
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`

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`FORD Ex. 1030, page 15
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`FORD Ex. 1030, page 16
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`Pr
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`FORD Ex. 1030, page 17
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`Fuel Management System for Variable Ethanol Octane Enhancement
`
`of Gasoline Engines
`
`fOd01L
`
`This application is a continuation of United States Patent Application No. 11/840,719
`
`filed on August 17, 2007, which is a continuation of United States Patent Application No.
`
`16/991 ,774, which is now issued as United States Patent No. 7,314,033.
`
`BACKGROUND
`
`[0002]
`
`This invention relates to spark ignition gasoline engines utilizing an antiknock agent
`
`which is a liquid fuel with a higher octane numberthan gasoline such as ethanal to improve
`
`engine efficiency.
`
`(8063|
`
`tis known that the efficiency of spark ignition (SD gasoline engines can be increased
`
`by high cornpression ratio operation and particularly by engine downsizing. The engine
`
`downsizing is made possible by the use of substantial pressure boosting from cither
`
`turbocharging or supercharging. Such pressure boosting makes it possible to obtain the same
`
`performancein a significantly smaller engine. See, J. Stokes, e¢ al, “A Gasoline Engine
`
`Concept For Improved Fuel Economy The Lean-Boost System,” SAE Paper 2001-01-2902.
`
`The use of these techniques to Increase engine efficiency, however, is limited by the onset of
`
`engmie knack. Knack is the undesired detonation of fuel and can severely damage an engine. If
`
`knock can be prevented, then high compression ratio operation and high pressure boosting can be
`
`uscd to increasc engine cfficicncy by up to twenty-five percent.
`
`(0004) Octane maumber represents the resistance ofa fuel to knocking but the use of higher
`
`actane gasoline anly modestlyalleviates the tendencyto knock. For example, the difference
`
`between regular and premium gasoline is typically six octane numbers. That is significantly iess
`
`than is aceded to realize fully the efficiency benefits of high compression ratio or turbocharged
`
`aperation. There is thus a need for a practical means for achieving a much higher level of octane
`
`enhancernent so that engines can be operated much more efficiently.
`
`tofls
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`FORD Ex. 1030, page 18
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`[0005]
`
`It is known to replace a portion of gasoline with small amounts of ethanol added at the
`
`refinery. Ethanol has a blending octane number (ON)of 110 (versus 95 for premium gasoline)
`
`(see J.B. Heywood, “internal Combustion Engine Fundamentals,” McGraw Hill, 1988, 9.477}
`
`and is alse attractive because it is a renewable cnergy, biomase-derived fuel, but the small
`
`amounts of ethanol that have heretofore been added to gasoline have had a relatively small
`
`impact on engine performance, Ethanol is much more expensive than gasoline and the amount
`
`of ethanol that is readily available is much smaller than that of gasclinc because of the relatively
`
`limited amount of biomass that is available forits production. An object of the present invention
`
`is to minimize the amount of ethanol or other antiknock agent that is used to achieve a given
`
`level of engine efficiency increase. By restricting the use ofethanol to the relatively small
`
`fraction of time in an operating cycle when it is needed to prevent knock in a higher load regime
`
`and by minimizing its use al these limes, the amountof ethanol that ts required can be limited to
`
`a relatively small fraction of the fuel used by the spark ignition gasoline engine.
`
`SUMMARY
`
`{6606|
`
`In one aspect, the invention is a fuel management system for efficient operation ofa
`
`spark ignition gasoline engine including a source of an antiknock agent such as ethanol. An
`
`injector directly injects the ethanol into a cylinder of the engine and a fuel management system
`
`controls injection of the antiknock agent inte the cylinder to control knock with minimum use of
`
`the antiknock agent. A preferred antiknack agent is cthanol. Ethanol has a high heat of
`
`vaporization so that there is substantial cooling of the air-fuel charge to the cylinder when it is
`
`injected directly into the engine. This cooling effect reduces the octane requirement of the
`
`engine by a considerable amount in additionto the improvernent in knock resistance from the
`
`relatively high octane number of ethanol. Methanol, tertiary butyl alcohol, MTBE. ETBE,and
`
`TAME may aiso be used. Wherever cthanal is used herein it is to be understood that other
`
`antiknock agents are conternplated.
`
`{9007}
`
`The fuel management system uses 4 fuel management control sysicm that may use a
`
`microprocessorthat operates in an open loop fashion on a predetermined correlation between
`
`octane number enhancement and fraction of fue! provided by the antikneck agent. To conserve
`
`the ethanol, it is preferred. that it be added only during portions of a drive cycle requiring knock
`
`resistance and that its use be minimized during these times. Allernatively, the gasoline engine
`
`2o0f 15
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`FORD Ex. 1030, page 19
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`FORD Ex. 1030, page 19
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`mayinclude a knock sensor that provides a feedback signal to a fuel management
`
`microprocessor systemto rainimize the amountof the ethanol added to prevent knock in a closed
`
`loop fashion.
`
`[0088]
`
`in one embodiment the injectors stratify the ethana! to provide non-uniform deposition
`
`within a cylinder. For example, the cthanol may be injected proximate to the cylinder walls and
`
`swirl can Create a ring of ethanol near the walls.
`
`10669]
`
`in another embodiment of this aspect of the invention, the systemincludes a measure
`
`of the amount of the antiknock agent such as ethanol in the source containing the antiknock agent
`
`to contro! turbocharging, supercharging or spark retard when the amount of ethanal is low.
`
`{0016)
`
`The direct injection of ethanol provides substantially a 13°C drop in ternperature for
`
`every ten percent of fuel energy provided by ethanol. An instantaneous octane enhancement of
`
`at least 4 octane numbers may be obtained for every 20 percentof the engine’s energy coming
`from the ethanol.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`[6011]
`
`FIG. fis a block diagram of one embodiment ofthe invention disclosed herein,
`
`{6012
`
`FIG. 2 is a graph of the drop in temperature within a cylinder as a function ofthe
`
`fraction of energy provided by cthanal,
`
`{6G13|
`
`FIG. 3 is a schematic Ulustration of the stratification of cooler ethanol charge using
`
`direct injection and swirl motion for achieving thermal stratification.
`
`[6014]
`
`FIG. 4 is a schematic illustration showing ethanol stratified in an inlet manifold.
`
`(0015,
`
`FIG. 5 is a block diagram of an embodimentof the invention in which the fuel
`
`management microprocessor is used to control a turbocharger and spark retard based upon the
`amount of ethanol in a fuel tank.
`
`DETAILED DESCRIPTION
`
`16016] With reference first to FG. 1, a spark ignition gasoline engine 10 includes a knack
`
`sensor 12 and a fuel management microprocessor system 14. The fucl management
`
`microprocessar sysiem 14 controls the direct injection of an antiknock agent such as ethanol
`
`from an cthanol tank 16. The fucl management microprocessor system 14 also contrals the
`
`delivery of gasoline from a gasoline tank #8 into engine manifold 20. A turbocharger 22 is
`
`3of t5
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`provided to improve the torque and power density of the engine 18. The amount of ethanol
`
`injection is dictated either by a predetermined correlation between octane number enhancement
`
`and fraction of fuel that is provided by cthanol in an open loop system or by a closed loop
`
`contro! system that uses a signal from the knock sensor 12 as an input to the fuel managernent
`
`microprocessor 14.
`
`In bothsituations. the fuel management processor 14 will minimize the
`
`ammount of ethanol! added to a cylinder while still preventing knock.
`
`if is also contemplated that
`
`the fuel management microprocessor system 44 could provide a combination of open and closed
`
`loop control,
`
`{@017]
`
`As showin FIG. Litis preferred that ethanol he directly injected into the engine 16.
`
`Direct injection substantially increases the benefits of ethanol addition and decreases the required
`
`amount of ethanol. Recent advances in fuel injector and electronic contral technology allows
`
`fuel injection directly into @ spark ignition engine rather than into the manifold 20, Because
`
`cthanol has a high heat of vaporization there will be substantia! cooling when it is directly
`
`injected into the engine 10. This cooling effect further increases knock resistance by a
`
`considerable amount.
`
`In the embodiment of FIG. 1 port fucl injection of the gasoline in which
`
`the gasoline is injected into the manifold rather than directly injected into the cylinderis
`
`preferred because it is advantageous in obtaining geod air/fuel mixing and combustion stability
`
`ihat are difficult to obtain with direct injection.
`
`{8038}
`
`Ethanol has a heat of vaporization of 840k)/ke, while the heat of vaporization of
`
`gasoline is about 350k//kg. The attractiveriess of ethanol increases when cornpared with
`
`gasoline on an energy basis, since the lower heating value of ethanol is 26.9MI/kg while for
`
`gasoline it is about 44MJI/ke. Thus, the heat of vaporization per Joule of combustion cnergyis
`
`6.031 for ethanol and 0.008 for vasoline. That is, for equal amounts of energy the required heat
`
`of vaporization of ethanal is about four times higher than that of gasoline. Theratio of the heat
`
`of vaporization per unit air required for stoichiometric combustion is about 94 kJ/kg of air for
`
`ethanol and 24 ki/kg of air for gasoline, or a factor of four smaller. Thus, the net effect of
`
`cooling the air charge is about four times lower for gasoline than for ethanal (for stoichiometric
`
`mixtures wherein the amount ofair contains oxygen that is just sufficient to combust all ofthe
`
`fuel).
`
`FORD Ex.1030, page 21
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`fOGi9{
`
`In the casc of cthanoi dircet injection according to onc aspectof the invention,the
`
`charge is directly cooled. The amount of cooling due to direct injection of ethanol is shown in
`
`FIG. 2. itis assumed that the air/fuel mixture is stoichiometric without exhaust gas recirculation
`
`CEGR), and that gasoline makes up the rest of the fuel. Ht is further assumed that only the ethanol!
`
`contribules to charge cooling. Gasoline is vaporized in the inlet manifold and does nat
`
`contribute to cylinder charge cooling. The direct ethanol injection provides about 13°C of
`
`cooling for each 10% of the fuel energy provided by ethanol.
`
`It is also possible to use direct
`
`injection of gasoline as well as direct injection of ethanol, However, under certain conditions
`
`there can be combustion stability issues.
`
`{0026|
`
`The temperature decrement because of the vaporization energy of the ethanol decreases
`
`with lean operalion and with EGR,as the thermal capacity of the cylinder charge increases. If
`
`the engine operates al twice the sicichiometric air/fuel ratio, the numbers indicated in FIG, 2
`
`decrease by about a factor of 2 (the contribution of the cthanol itself and the pasolineis relatively
`
`modest). Similarly, for a 20% EGRrate, the cooling effect of the ethanol decrcases by about
`25%.
`
`{862i}
`
`The octane enhancement cffect can be estimated from the data in FIG. 2. Direct
`
`injection of gasoline results in approximately a five octane number decrease in the actane
`
`number required by the engine, as discussed by Stokes, e¢ ai, Thus the contribution is about five
`
`octane numbers per 30K drop in charge temperature. As ethanol can decrease the charge
`
`temperature by about 120K, then the decrease in octane numberrequired by the engine duc to the
`
`drop in temperature, for 100%ethanol, is twenty octane numbers. Thus, when 100%ofthe fuel
`
`is provided by cthanol, the octanc number ecnhanccmont is approximatcly thirty-five acianc
`
`numbers with a pventy octane number enhancement coming from direct injection couling and 4
`
`fifeen octane number enhancement coming from the octane number of ethanol, From the above
`
`considerations, it can be prajected that even if the octane enhancement fram direct coalingis
`
`significantly lower, a tatal
`
`octane number enhancement of atleast 4 octane numbers should be
`
`achievable for every 20% of the total fuel energy that is provided by ethanol.
`
`[0022] Alternatively the ethanol and gasoline can be mixed together and then port injected
`
`through a single injector per cylinder, thereby decreasing the numberof injectors that would be
`
`used, However, the air charge cooling benefit from cthanel would be lost.
`
`FORD Ex. 1030, page 22
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`[0823] Alternatively the ethan! and gasoline can be mixed together and then port fuel injected
`
`using a single injector per cylinder, thereby decreasing the mumbcr of injectors that would be
`
`used. However, the substantial air charge cooling benefit from ethanol would be lost. The
`
`volurne of fuel between the mixing point and the port fuc! injector should be minimized in order
`
`to meet Lhe demanding dynamic octane-enhancement requirements of the engine.
`
`(9024)
`
`Relatively precise determinations of the actual amount of octane enhancement from
`
`given amounts of dircot ethanol injection can be obtained frorn laboratory and vehicle tests in
`
`addition to detailed calculations. These correlations can be used by the fucl management
`
`microprocessor systern 14.
`
`}9025; An additional benefit of using ethanol for octane enhancementis the ability to use it in
`
`a mixture with water. Such a mixture can eliminate the need for the castly and encrgy
`
`consuming water removal step in producing pure ethanol lhat must be employed when ethanal is
`
`added to gasoline at a refinery. Morcover, the water provides an additional cooling (due to
`
`vaporization) that further increases engine knock resistance,
`
`In contrast the present use of
`
`ethanol as an additive to gasoline at the refinery requires that the water be removed from the
`ethanol.
`
`[8626
`
`Since unlike gasoline, ethanol is not a good lubricant and the ethanol fuel injector can
`
`stick and not open, it is desirable to add a lubricant to the ethanol. The lubricant will also
`
`denature the cthano! and make it unattractive for human consumption.
`
`[@027)
`
`Further decreases in the required ethanol! for a given ammount of octane enhancement
`
`can be achieved with stratification (non-uniform deposition) of the ethanol addition, Direct
`
`uyection can be used to place the cthanel near the walls of the cylinder where the need for knock
`
`reduction is greatest. The direct injection may be used in combination with swirl, This
`
`siratification of the ethanol in the engine further reduces the amount of cthanol needed to obtain
`
`a given amount of octane enhancement. Because only the ethanol is directly injected and
`
`ecause il is stratified both by the injection process and bythermal centrifugation, the ignition
`
`stability issues associated with gasoline direct injection (GDNcan be avoided.
`
`[0028]
`
`itis preferred that cthanol be added to those regions that make up the end-gas and are
`
`pronc to @uto-ignition. These regions arc near the walls of the cylinder. Since the ond-gas
`
`6o0f 15
`
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`contains on the order of 25%of the fucl, substantial decrements in the required amounts of
`
`ethanol car be achieved by stratifying the ethanal.
`
`}0829]
`
`in the case of the engine 10 having substantial organized motion (such as swirl}, the
`
`cooling will regult in forces that thermally stratify the discharge (centrifugal acparation of the
`
`regions ai different density due to different temperatures}. The effect of ethancl addition is to
`
`increase gas density since the temperature is decreased. With swirl the ethanol mixture will
`
`automatically move to the zone where the end-gas is, and thus increase the anti-knock
`
`effectiveness of the injected ethanol. The swirl mation is not affected much by the compression
`
`stroke and thus survives better than tumble-like motion that drives turbulence towards top-dead-
`
`center (TDC) and then dissipates. H should be pointed out that relatively modest swirls result in
`
`large separating (centrifugal) forces. A 3m/s swirl motion in a S5cm radius cylinder generates
`accelerations of about 200m/s’, or about 20g’s.
`
`[9030|
`
`FIG, 2 illustrates ethanol direct injection and swirl motion for achieving thermal
`
`stratification. Ethanol is predominantly on an outside region whichis the end-gas region.
`
`FIG, 4 illustrates a possible stratification of the ethanal in an inlet manifold with swirl motion
`
`and thermal centrifugation maintaining stratification in the cylinder.
`
`In this case of port injection
`
`of ethanol, however, the advantage of substantial charge cooling may be lost.
`
`[9631] With reference apain te FIG. 2, the effect of ethanoi addition all the way up @ 100%
`
`cthanol injection ig shown, At the point that the engine is 100% direct ethanol injected, there
`
`may be issues of engine stability when operating with only stratified ethanol infection that need
`
`to be addressed.
`
`fn the case of stratified operation it may also be advantageous to stratify the
`
`injection of gasoline in order to provide a relatively uniform cquivalones ratio across the cylinder
`
`(and therefore lower concentrations of gasoline in the regions where the ethanol is injected}.
`
`This situation can be achieved, as indicated in FIG, 4, by placing fuel in the region of the inlet
`manifold that is void of ethanol.
`
`[0032]
`
`The ethanol used in the invention can either be contained in a separate tank from the
`
`gasoline or may be separated from a gasoline/ethanol mixture stored in one tank.
`
`{G033;
`
`The instantaneous ethanol injection requirement and total ethanol consumption over a
`
`drive cycte can be cstimaicd from information about the drive cycic and the increase in torque
`
`(and thus increase in compression ratio, engine power density, and capability for downsizing)
`
`Fofis
`
`FORD Ex. 1030, page 24
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`FORD Ex. 1030, page 24
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`

`that is desired. A plot of the amount of operating time spent at various values of torque and
`
`engine speed in FTP and US06 drive cycles can be used.
`
`[1 is necessary to enhance the octane
`
`number at each point in the drive cycle where the torque is greater than permilted for knock free
`
`operation with gasoline alone. The amount of octane enhancementthat is required is determined
`
`by the torque level.
`
`{8034]
`
`A rough illustrative calculation shows that only a small amount of cthanol might be
`
`needed overthe drive cycle. Assumethatit is desired to increase the maximum torque level by a
`
`factor of two relative to what is possible without direct injection cthanol octane enhancement.
`
`information about the operating tirne for the combined FTP and US06 cycles shows that
`
`approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque
`
`and less than | percent ofthe time is spent above 0.0 maximum torque. Conservatively
`
`assuming that 100 %ethanol addition is needed at maximumtorque and that the energy fraction
`
`of ethanol addition that ts required to prevent knock decreaseslinearly to zero at 50 percent of
`
`maximum torque, the energy fraction provided by cthanol is about 30 percent. During a drive
`
`cycle about 20 percent ofthe ictal fuel energy is consumed at greater than 50 percent of
`
`maximum torque since during the 16 percent of the time that the engine is operated in this
`
`regime, the amount of fuel consumed ts about twice that which is consumed below 30 percent of
`
`maximum torque. The amount of ethanol energy consumed during the drive cycle is thus roughly
`
`around 6 percent (30 percent x 0.2) of the total fuel cnergy.
`
`[6034]
`
`in this case then, although 100% cthanol addition was necded at the highest value of
`
`torque, only 6% addition was needed averaged over the drive cycle. The ethanol ig much more
`
`cffectively used by varying the level of addition according to the needs of the drive cycle.
`
`{@036|
`
`Because of the lower heat of combustion of cthanol, the required amount of ethanol
`
`would be about 9% of the weight of the gasoline fu