`
`of Gasoline Engines
`
`[0001]
`
`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.
`
`10/991,774, 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 number than gasoline such as ethanol to improve
`
`engine efficiency.
`
`[0003]
`
`It is known that the efficiency of spark ignition (SI) gasoline engines can be increased
`
`by high compression ratio operation and particularly by engine downsizing. The engine
`
`downsizing is made possible by the use of substantial pressure boosting from either
`
`turbocharging 0r supercharging. Such pressure boosting makes it possible to obtain the same
`
`performance in a significantly smaller engine. &, J. Stokes, er 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
`
`engine knock. Knock 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
`
`used to increase engine efficiency by up to twenty-five percent.
`
`[0004] Octane number represents the resistance of a fuel to knocking but the use of higher
`
`octane gasoline only modestly alleviates the tendency to knock. For example, the difference
`
`between regular and premium gasoline is typically six octane numbers. That is significantly less
`
`than is needed to realize fully the efficiency benefits of high compression ratio or turbocharged
`
`operation. There is thus a need for a practical means for achieving a much higher level of octane
`
`enhancement so that engines can be operated much more efficiently.
`
`4394442v1
`
`l of 15
`
`FORD Ex. 1019, page 1
`IPR2019-01400
`
`FORD Ex. 1019, page 1
` IPR2019-01400
`
`
`
`[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, p. 477)
`
`and is also attractive because it is a renewable energy, biomass-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 gasoline because of the relatively
`
`limited amount of biomass that is available for its 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 of ethanol 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 at these times, the amount of ethanol that is required can be limited to
`
`a relatively small fraction of the fuel used by the spark ignition gasoline engine.
`
`SUMMARY
`
`[0006]
`
`In one aspect, the invention is a fuel management system for efficient operation of a
`
`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 into the cylinder to control knock with minimum use of
`
`the antiknock agent. A preferred antiknock agent is ethanol. 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 addition to the improvement in knock resistance from the
`
`relatively high octane number of ethanol. Methanol, tertiary butyl alcohol, MTBE, ETBE, and
`
`TAME may also be used. Wherever ethanol is used herein it is to be understood that other
`
`antiknock agents are contemplated.
`
`[0007]
`
`The fuel management system uses a fuel management control system that may use a
`
`microprocessor that operates in an open loop fashion on a predetermined correlation between
`
`octane number enhancement and fraction of fuel provided by the antiknock 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. Alternatively, the gasoline engine
`
`4394442v1
`
`2 of 15
`
`FORD Ex. 1019, page 2
`IPR2019-01400
`
`FORD Ex. 1019, page 2
` IPR2019-01400
`
`
`
`may include a knock sensor that provides a feedback signal to a fuel management
`
`microprocessor system to minimize the amount of the ethanol added to prevent knock in a closed
`
`loop fashion.
`
`[0008]
`
`In one embodiment the injectors stratify the ethanol to provide non-uniform deposition
`
`within a cylinder. For example, the ethanol may be injected proximate to the cylinder walls and
`
`swirl can create a ring of ethanol near the walls.
`
`[0009]
`
`In another embodiment of this aspect of the invention, the system includes a measure
`
`of the amount of the antiknock agent such as ethanol in the source containing the antiknock agent
`
`to control turbocharging, supercharging or spark retard when the amount of ethanol is low.
`
`[0010]
`
`The direct injection of ethanol provides substantially a 13°C drop in temperature 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 percent of the engine’s energy coming
`
`from the ethanol.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`[0011]
`
`FIG. 1 is a block diagram of one embodiment of the invention disclosed herein.
`
`[0012]
`
`FIG. 2 is a graph of the drop in temperature within a cylinder as a function of the
`
`fraction of energy provided by ethanol.
`
`[0013]
`
`FIG. 3 is a schematic illustration of the stratification of cooler ethanol charge using
`
`direct injection and swirl motion for achieving thermal stratification.
`
`[0014]
`
`FIG. 4 is a schematic illustration showing ethanol stratified in an inlet manifold.
`
`[0015]
`
`FIG. 5 is a block diagram of an embodiment of 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
`
`[0016] With reference first to FIG. 1, a spark ignition gasoline engine 10 includes a knock
`
`sensor 12 and a fuel management microprocessor system 14. The fuel management
`
`microprocessor system 14 controls the direct injection of an antiknock agent such as ethanol
`
`from an ethanol tank 16. The fuel management microprocessor system 14 also controls the
`
`delivery of gasoline from a gasoline tank 18 into engine manifold 20. A turbocharger 22 is
`
`4394442v1
`
`3 of15
`
`FORD Ex. 1019, page 3
`IPR2019-01400
`
`FORD Ex. 1019, page 3
` IPR2019-01400
`
`
`
`provided to improve the torque and power density of the engine 10. The amount of ethanol
`
`injection is dictated either by a predetermined correlation between octane number enhancement
`
`and fraction of fuel that is provided by ethanol in an open loop system or by a closed loop
`
`control system that uses a signal from the knock sensor 12 as an input to the fuel management
`
`microprocessor 14. ln both situations, the fuel management processor 14 will minimize the
`
`amount of ethanol added to a cylinder while still preventing knock. It is also contemplated that
`
`the fuel management microprocessor system 14 could provide a combination of open and closed
`
`loop control.
`
`[0017] As show in FIG. 1 it is preferred that ethanol be directly injected into the engine 10.
`
`Direct injection substantially increases the benefits of ethanol addition and decreases the required
`
`amount of ethanol. Recent advances in fuel injector and electronic control technology allows
`
`fuel injection directly into a spark ignition engine rather than into the manifold 20. Because
`
`ethanol has a high heat of vaporization there will be substantial 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 fuel injection of the gasoline in which
`
`the gasoline is injected into the manifold rather than directly injected into the cylinder is
`
`preferred because it is advantageous in obtaining good air/fuel mixing and combustion stability
`
`that are difficult to obtain with direct injection.
`
`[0018]
`
`Ethanol has a heat of vaporization of 840kJ/kg, while the heat of vaporization of
`
`gasoline is about 350kJ/kg. The attractiveness of ethanol increases when compared with
`
`gasoline on an energy basis, since the lower heating value of ethanol is 26.9MJ/kg while for
`
`gasoline it is about 44MJ/kg. Thus, the heat of vaporization per Joule of combustion energy is
`
`0.031 for ethanol and 0.008 for gasoline. That is, for equal amounts of energy the required heat
`
`of vaporization of ethanol is about four times higher than that of gasoline. The ratio of the heat
`
`of vaporization per unit air required for stoichiometric combustion is about 94 kJ/kg of air for
`
`ethanol and 24 kJ/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 ethanol (for stoichiometric
`
`mixtures wherein the amount of air contains oxygen that is just sufficient to combust all of the
`
`fuel).
`
`4394442v1
`
`4 of 15
`
`FORD Ex. 1019, page 4
`IPR2019-01400
`
`FORD Ex. 1019, page 4
` IPR2019-01400
`
`
`
`[0019]
`
`In the case of ethanol direct injection according to one aspect of the invention, the
`
`charge is directly cooled. The amount of cooling due to direct injection of ethanol is shown in
`
`FIG. 2. It is assumed that the air/fuel mixture is stoichiometrie without exhaust gas recirculation
`
`(EGR), and that gasoline makes up the rest of the fuel. It is further assumed that only the ethanol
`
`contributes to charge cooling. Gasoline is vaporized in the inlet manifold and does not
`
`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.
`
`[0020]
`
`The temperature decrement because of the vaporization energy of the ethanol decreases
`
`with lean operation and with EGR, as the thermal capacity of the cylinder charge increases. If
`
`the engine operates at twice the stoichiometrie air/fuel ratio, the numbers indicated in FIG. 2
`
`decrease by about a factor of 2 (the contribution of the ethanol itself and the gasoline is relatively
`
`modest). Similarly, for a 20% EGR rate, the cooling effect of the ethanol decreases by about
`
`25%.
`
`[0021]
`
`The octane enhancement effect can be estimated from the data in FIG. 2. Direct
`
`injection of gasoline results in approximately a five octane number decrease in the octane
`
`number required by the engine, as discussed by Stokes, et a]. 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 number required by the engine due to the
`
`drop in temperature, for 100% ethanol, is twenty octane numbers. Thus, when 100% of the fuel
`
`is provided by ethanol, the octane number enhancement is approximately thirty—five octane
`
`numbers with a twenty octane number enhancement coming from direct injection cooling and a
`
`fifteen octane number enhancement coming from the octane number of ethanol. From the above
`
`considerations, it can be projected that even ifthe octane enhancement from direct cooling is
`
`significantly lower, a total octane number enhancement of at least 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 number of injectors that would be
`
`used. However, the air charge cooling benefit from ethanol would be lost.
`
`4394442v1
`
`5 of 15
`
`FORD Ex. 1019, page 5
`IPR2019-01400
`
`FORD Ex. 1019, page 5
` IPR2019-01400
`
`
`
`[0023] Alternatively the ethanol and gasoline can be mixed together and then port fuel injected
`
`using a single injector per cylinder, thereby decreasing the number of injectors that would be
`
`used. However, the substantial air charge cooling benefit from ethanol would be lost. The
`
`volume of fuel between the mixing point and the port fuel injector should be minimized in order
`
`to meet the demanding dynamic octane-enhancement requirements of the engine.
`
`[0024]
`
`Relatively precise determinations of the actual amount of octane enhancement from
`
`given amounts of direct ethanol injection can be obtained from laboratory and vehicle tests in
`
`addition to detailed calculations. These correlations can be used by the fuel management
`
`microprocessor system 14.
`
`[0025] An additional benefit of using ethanol for octane enhancement is the ability to use it in
`
`a mixture with water. Such a mixture can eliminate the need for the costly and energy
`
`consuming water removal step in producing pure ethanol that must be employed when ethanol is
`
`added to gasoline at a refinery. Moreover, 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.
`
`[0026]
`
`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 ethanol and make it unattractive for human consumption.
`
`[0027]
`
`Further decreases in the required ethanol for a given amount of octane enhancement
`
`can be achieved with stratification (non-uniform deposition) of the ethanol addition. Direct
`
`injection can be used to place the ethanol 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
`
`stratification of the ethanol in the engine further reduces the amount of ethanol needed to obtain
`
`a given amount of octane enhancement. Because only the ethanol is directly injected and
`
`because it is stratified both by the injection process and by thermal centrifugation, the ignition
`
`stability issues associated with gasoline direct injection (GDI) can be avoided.
`
`[0028]
`
`It is preferred that ethanol be added to those regions that make up the end-gas and are
`
`prone to auto—ignition. These regions are near the walls ofthe cylinder. Since the end—gas
`
`4394442v1
`
`6 of 15
`
`FORD Ex. 1019, page 6
`IPR2019-01400
`
`FORD Ex. 1019, page 6
` IPR2019-01400
`
`
`
`contains on the order of 25% of the fuel, substantial decrements in the required amounts of
`
`ethanol can be achieved by stratifying the ethanol.
`
`[0029]
`
`In the case of the engine 10 having substantial organized motion (such as swirl), the
`
`cooling will result in forces that thermally stratify the discharge (centrifugal separation of the
`
`regions at different density due to different temperatures). The effect of ethanol 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 motion 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. It should be pointed out that relatively modest swirls result in
`
`large separating (centrifugal) forces. A 3m/s swirl motion in a 5cm radius cylinder generates
`
`accelerations of about 200m/s2, or about 20g’s.
`
`[0030]
`
`FIG. 3 illustrates ethanol direct injection and swirl motion for achieving thermal
`
`stratification. Ethanol is predominantly on an outside region which is the end-gas region.
`
`FIG. 4 illustrates a possible stratification of the ethanol in an inlet manifold with swirl motion
`
`and thermal eentrifugation maintaining stratification in the cylinder. In this case of port injection
`
`of ethanol, however, the advantage of substantial charge cooling may be lost.
`
`[0031] With reference again to FIG. 2, the effect of ethanol addition all the way up to 100%
`
`ethanol injection is 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 injection that need
`
`to be addressed.
`
`In the case of stratified operation it may also be advantageous to stratify the
`
`injection of gasoline in order to provide a relatively uniform equivalence 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.
`
`[0033]
`
`The instantaneous ethanol injection requirement and total ethanol consumption over a
`
`drive cycle can be estimated from information about the drive cycle and the increase in torque
`
`(and thus increase in compression ratio, engine power density, and capability for downsizing)
`
`4394442v1
`
`7 0f15
`
`FORD Ex. 1019, page 7
`IPR2019-01400
`
`FORD Ex. 1019, page 7
` IPR2019-01400
`
`
`
`that is desired. A plot of the amount of operating time spent at various values of torque and
`
`engine speed in FTP and U806 drive cycles can be used. It is necessary to enhance the octane
`
`number at each point in the drive cycle where the torque is greater than permitted for knock free
`
`operation with gasoline alone. The amount of octane enhancement that is required is determined
`
`by the torque level.
`
`[0034] A rough illustrative calculation shows that only a small amount of ethanol might be
`
`needed over the drive cycle. Assume that it is desired to increase the maximum torque level by a
`
`factor of two relative to what is possible without direct injection ethanol octane enhancement.
`
`Information about the operating time for the combined FTP and USO6 cycles shows that
`
`approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque
`
`and less than 1 percent of the time is spent above 0.9 maximum torque. Conservatively
`
`assuming that 100 % ethanol addition is needed at maximum torque and that the energy fraction
`
`of ethanol addition that is required to prevent knock decreases linearly to zero at 50 percent of
`
`maximum torque, the energy fraction provided by ethanol is about 30 percent. During a drive
`
`cycle about 20 percent of the total fuel energy is consumed at greater than 50 percent of
`
`maximum torque since during the 10 percent of the time that the engine is operated in this
`
`regime, the amount of fuel consumed is about twice that which is consumed below 50 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 energy.
`
`[0035]
`
`In this case then, although 100% ethanol addition was needed at the highest value of
`
`torque, only 6% addition was needed averaged over the drive cycle. The ethanol is much more
`
`effectively used by varying the level of addition according to the needs of the drive cycle.
`
`[0036]
`
`Because of the lower heat of combustion of ethanol, the required amount of ethanol
`
`would be about 9% of the weight of the gasoline fuel or about 9% of the volume (since the
`
`densities of ethanol and gasoline are comparable). A separate tank with a capacity of about 1.8
`
`gallons would then be required in automobiles with twenty gallon gasoline tanks. The stored
`
`ethanol content would be about 9% of that of gasoline by weight, a number not too different
`
`from present-day reformulated gasoline. Stratification of the ethanol addition could reduce this
`
`amount by more than a factor of two. An on-line ethanol distillation system might alternatively
`
`4394442v1
`
`8 of 15
`
`FORD Ex. 1019, page 8
`IPR2019-01400
`
`FORD Ex. 1019, page 8
` IPR2019-01400
`
`
`
`be employed but would entail elimination or reduction of the increase torque and power available
`
`from turbocharging.
`
`[0037]
`
`Because of the relatively small amount of ethanol and present lack of an ethanol
`
`fueling infrastructure, it is important that the ethanol vehicle be operable if there is no ethanol on
`
`the vehicle. The engine system can be designed such that although the torque and power benefits
`
`would be lower when ethanol is not available, the vehicle could still be operable by reducing or
`
`eliminating turbocharging capability and/or by increasing spark retard so as to avoid knock. As
`
`shown in FIG. 5, the fuel management microprocessor system 14 uses ethanol fuel level in the
`
`ethanol tank 16 as an input to control the turbocharger 22 (or supercharger or spark retard, not
`
`shown). As an example, with on—demand ethanol octane enhancement, a 4-cylinder engine can
`
`produce in the range of 280 horsepower with appropriate turbocharging or supercharging but
`
`could also be drivable with an engine power of 140 horsepower without the use of ethanol
`
`according to the invention.
`
`[0038]
`
`The impact of a small amount of ethanol upon fuel efficiency through use in a higher
`
`efficiency engine can greatly increase the energy value of the ethanol. For example, gasoline
`
`consumption could be reduced by 20% due to higher efficiency engine operation from use of a
`
`high compression ratio, strongly turbocharged operation and substantial engine downsizing. The
`
`energy value of the ethanol, including its value in direct replacement of gasoline (5% of the
`
`energy of the gasoline), is thus roughly equal to 25% of the gasoline that would have been used
`
`in a less efficient engine without any ethanol. The 5% gasoline equivalent energy value of
`
`ethanol has thus been leveraged up to a 25% gasoline equivalent value. Thus, ethanol can cost
`
`roughly up to five times that of gasoline on an energy basis and still be economically attractive.
`
`The use of ethanol as disclosed herein can be a much greater value use than in other ethanol
`
`applications.
`
`[0039] Although the above discussion has featured ethanol as an exemplary anti—knock agent,
`
`the same approach can be applied to other high octane fuel and fuel additives with high
`
`vaporization energies such as methanol (with higher vaporization energy per unit fuel), and other
`
`anti-knock agents such as tertiary butyl alcohol, or ethers such as methyl tertiary butyl ether
`
`(MTBE), ethyl tertiary butyl ether (ETBE), or tertiary amyl methyl ether (TAME).
`
`4394442v1
`
`9 0f 15
`
`FORD Ex. 1019, page 9
`IPR2019-01400
`
`FORD Ex. 1019, page 9
` IPR2019-01400
`
`
`
`[0040]
`
`It is recognized that modifications and variations of the invention disclosed herein Will
`
`be apparent to those of ordinary skill in the art and it is intended that all such modifications and
`
`variations be included within the scope of the appended claims.
`
`4394442vl
`
`10 of 15
`
`FORD Ex. 1019, page 10
`IPR2019-01400
`
`FORD Ex. 1019, page 10
` IPR2019-01400
`
`
`
`What is claimed is:
`
`CLAIMS
`
`l.
`
`A spark ignition engine system for which fuel is introduced into the engine from a first
`
`source and a liquid is separately introduced into the engine from a second source by direct
`
`injection comprising:
`
`a spark ignition engine;
`
`a first means for introducing the fuel from the first source into the engine;
`
`a second means for direct injection of the liquid from the second source into the engine,
`
`wherein during part of the engine operating time, the engine receives both the fuel from the first
`
`source and the liquid that is directly injected from the second source; and
`
`a fuel management system which varies the relative amount of the liquid from the second
`
`source that is introduced into the engine so as to prevent knock, wherein the fiael management
`
`system employs information from a knock detector and uses closed loop control to control the
`
`amount of directly injected liquid from the second source; and
`
`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
`
`2.
`
`3.
`
`4.
`
`5.
`
`6.
`
`The engine system of claim 1, wherein the engine is turbocharged 0r supercharged.
`
`The engine system of claim 1 or 2, wherein the liquid from the second source is alcohol.
`
`The engine system of claim 3, wherein the alcohol is methanol.
`
`The engine system of claim 3, wherein the alcohol is ethanol.
`
`The engine system of claim 1 or 2, wherein the liquid from the second source is an
`
`alcohol—water mixture.
`
`7.
`
`The engine system of claim 1 or 2, wherein the liquid from the second source includes
`
`water.
`
`8.
`
`The engine system of claim 1 or 2, wherein the fuel from the first source is gasoline and the
`
`liquid from the second source includes water.
`
`4394442vl
`
`1 l of 15
`
`FORD Ex. 1019, page 11
`IPR2019-01400
`
`FORD Ex. 1019, page 11
` IPR2019-01400
`
`
`
`9.
`
`The engine system of claim 1 or 2, wherein the liquid from the second source is injected so
`
`as to result in a non—uniform distribution in the engine cylinder.
`
`10. The engine system of claim 9, wherein the liquid from the second source is injected so as to
`
`be more concentrated near the periphery of the engine cylinder, and
`
`wherein the liquid from the second source includes alcohol, and
`
`wherein the alcohol energy fraction is sufficiently high to prevent knock but the alcohol
`
`energy fraction is reduced as compared to the situation using a uniform distribution.
`
`11. The engine system of claim 1 or 2, wherein the fuel management system employs a
`
`microprocessor for control of the relative amount of liquid from the second source that is directly
`
`injected into the engine using information from a knock sensor, and
`
`wherein the relative amount of the liquid from the second source increases with increasing
`
`torque, and
`
`wherein the fuel management system minimizes the amount of directly injected liquid from
`
`the second source that is used over a drive cycle.
`
`12. The engine system of claim 11 further including open loop control with a look up table.
`
`13. The engine system of claims 1 0r 2, wherein spark retard is used and is varied according to
`
`the consumption of the liquid from the second tank.
`
`14. A spark ignition engine system into which fuel is introduced into the engine from a first
`
`source using a first fuel injector and a liquid from a second source is introduced into the engine
`
`using a second fuel injector comprising:
`
`a spark ignition engine;
`
`a first fuel injector for introducing fuel into the engine from the first source;
`
`a second fuel injector for introducing the liquid from the second source into the engine
`
`wherein during part of the engine operating time, the engine receives both the fuel from the first
`
`source and the liquid from the second source; and
`
`a fuel management system which varies the relative amount of the liquid from the second
`
`source that is introduced into the engine so as to prevent knock, wherein the fiiel management
`
`4394442vl
`
`12 of 15
`
`FORD Ex. 1019, page 12
`IPR2019-01400
`
`FORD Ex. 1019, page 12
` IPR2019-01400
`
`
`
`system uses closed loop control to control the amount of liquid from the second source and
`
`employs information from a knock detector, and
`
`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
`
`15. The engine system of claim 14, wherein the fuel from the first source is port fuel injected.
`
`16. The engine system of claim 14 or 15, wherein the liquid from the second source is alcohol.
`
`17. The engine system of claim 16, wherein the alcohol is methanol.
`
`18. The engine system of claim 16, wherein the alcohol is ethanol.
`
`19. The engine system of claims 14 or 15, wherein the liquid from the second source is an
`
`alcohol-water mixture.
`
`20. The engine system of claims 14 or 15, wherein the liquid from the second source includes
`
`water.
`
`21. The engine system of claims 14 or 15, wherein the fuel from the first source is gasoline and
`
`the liquid from the second source includes water.
`
`22. The engine system of claims 14 or 15, wherein the fuel management system employs a
`
`microprocessor for control of the relative amount of liquid from the second source that is directly
`
`injected into the engine using information from a knock sensor, and wherein
`
`the relative amount of liquid from the second source increases with increasing torque, and
`
`wherein the fuel management system minimizes the amount of directly injected liquid from
`
`the second source that is used over a drive cycle.
`
`23. The engine system of claim 22 further including open loop control with a look up table.
`
`24. The engine system of claims 14 or 15, wherein spark retard is used and is varied according
`
`to the consumption of the liquid from the second tank.
`
`25. The engine system of claims 14 or 15, wherein the engine is turbocharged.
`
`4394442v1
`
`13 of 15
`
`FORD Ex. 1019, page 13
`IPR2019-01400
`
`FORD Ex. 1019, page 13
` IPR2019-01400
`
`
`
`26. The engine system of claims 14 or 15, wherein the engine is supercharged.
`
`27. A turbocharged or supercharged spark ignition engine system which uses both port fuel
`
`injection of gasoline from a first source and direct fuel injection of alcohol from a second source
`
`comprising:
`
`a spark ignition engine;
`
`a turbocharger or supercharger;
`
`means for port fuel injection of gasoline from the first source;
`
`means for direct filel injection of alcohol from the second source, wherein during part of
`
`the engine operating time, the engine is fueled both by gasoline that is port fiiel injected and
`
`alcohol that is directly injected; and
`
`a fuel management system which increases the relative amount of alcohol in the engine
`
`with increasing torque so as to prevent knock, wherein the fuel management system employs
`
`information from a knock detector and uses closed loop control to control the amount of directly
`
`injected alcohol, and
`
`wherein the engine is operated with a substantially stoichiometric fuel/air ratio.
`
`28. The engine system of claim 27, wherein the alcohol is methanol.
`
`29. The engine system of claim 27, wherein the alcohol is ethanol.
`
`30. The engine system of claim 27, wherein the alcohol is mixed with water.
`
`31. The engine system of claim 27, wherein the fuel management system employs a
`
`microprocessor for control of the relative amount of alcohol from the second source that is
`
`directly injected into the engine using information from a knock sensor.
`
`32.
`
`The engine system of claim 31, wherein the fuel management system minimizes the
`
`amount of directly injected alcohol from the second source that is used over a drive cycle.
`
`4394442v1
`
`14 of 15
`
`FORD Ex. 1019, page 14
`IPR2019-01400
`
`FORD Ex. 1019, page 14
` IPR2019-01400
`
`
`
`ABSTRACT
`
`Fuel management system for efficient operation of a spark ignition gasoline engine.
`
`Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel
`
`management microprocessor system controls injection of the anti-knock agent so as to control
`
`knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is
`
`preferred that the anti—knock agent is ethanol. The use of ethanol can be further minimized by
`
`injection in a non—uniform manner within a cylinder. The ethanol injection suppresses knock so
`
`that higher compression ratio and/0r engine downsizing from increased turbocharging or
`
`supercharging can be used to increase the efficiency of the engine.
`
`4394442v1
`
`15 of 15
`
`FORD Ex. 1019, page 15
`IPR2019-01400
`
`FORD Ex. 1019, page 15
` IPR2019-01400
`
`
`
`Fuel Management System for Variable Ethanol Octane Enhancement of Gasoline Engines
`First Named Inventor: Daniel Cohn
`Attorney Docket N0.: 0492611-0883
`
`
`
`ethanol tank
`16
`_
`
`gasoline