Fuel Management System for Variable Ethanol Octane Enhancement
`
`This application is a continuation of United States Patent Application No. 10/991,774
`
`of Gasoline Engines
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`filed on November18, 2004.
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`Backgroundof the Invention
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`This invention relates to spark ignition gasoline engines utilizing an antiknock agent
`
`whichis a liquid fuel with a higher octane number than gasoline such as ethanol to improve
`
`engine efficiency.
`
`10
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`It is knownthatthe cfficicncy of spark ignition (SD) gasoline engines can be increased by
`
`high compression ratio operation and particularly by engine downsizing. The engine downsizing
`
`is madepossible by the use of substantial pressure boosting from either turbocharging or
`
`supercharging. Such pressure boosting makesit possible to obtain the same performancein a
`
`significantly smaller engine. See, J. Stokes, ef al, “A Gasoline Engine Concept For Improved
`
`15
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`Fuel Economy — The Lean-Boost System,” SAE Paper 2001-01-2902. The use of these
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`techniques to increase engineefficiency, however, is limited by the onset of engine knock.
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`Knockis the undesired detonation of fuel and can severely damage an engine. If knock can be
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`prevented, then high compression ratio operation and high pressure boosting can be used to
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`increase engine efficiency by up to twenty-five percent.
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`20
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`Octane numberrepresents 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 neededto realize fully the efficiency benefits of high compression ratio or turbocharged
`
`operation. There is thus a need for a practical means for achieving a muchhigherlevel of octane
`
`25
`
`enhancement so that engines can be operated much moreefficiently.
`
`It is knownto replace a portion of gasoline with small amounts of ethanol addedat 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)
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`andis also attractive because it is a renewable energy, biomass-derived fuel, but the small
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`amounts of ethanol that have heretofore been added to gasoline have hada relatively small
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`impact on engine performance. Ethanol is much more expensive than gasoline and the amount
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`of ethanolthat is readily available is much smaller than that of gasoline because ofthe relatively
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`limited amount of biomassthat is available for its production. An object of the present invention
`
`is to minimize the amount of cthanolor other antiknock agent that is used to achieve a given
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`level of engine efficiency increase. By restricting the use of ethanol to the relatively small
`
`fraction of time in an operating cycle whenit is needed to prevent knock in a higher load regime
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`and by minimizing its use at these times, the amountof ethanol that is required can be limited to
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`arclatively small fraction of the fucl used by the spark ignition gasoline engine.
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`10
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`Summaryof the Invention
`
`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 cthanol into a cylinder of the engine and a fucl management system
`
`controls injection of the antiknock agent into the cylinder to control knock with minimum use of
`
`15
`
`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 whenit is
`
`injected directly into the cngine. This cooling cffect reduces the octane requirementof the
`
`engine by a considerable amountin addition to the improvement in knock resistance from the
`
`relatively high octane numberof ethanol. Methanol, tertiary butyl alcohol, MTBE, ETBE, and
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`20
`
`TAMEmayalso be used. Wherever ethanol is used herein it is to be understood that other
`
`antiknock agents are contemplated.
`
`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
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`octane number enhancement and fraction of fuel provided by the antiknock agent. To conserve
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`25
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`the ethanol,it is preferred that it be added only during portionsofa drive cycle requiring knock
`
`resistance andthat its use be minimized during these times. Alternatively, the gasoline engine
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`may include a knock sensorthat provides a feedback signal to a fuel management
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`microprocessor system to minimize the amountof the ethanol added to prevent knock in a closed
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`loop fashion.
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`In one embodimentthe injectors stratify the ethanol to provide non-uniform deposition
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`within a cylinder. For example, the ethanol may be injected proximate to the cylinder walls and
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`swirl can create a ring of ethanol near the walls.
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`In another embodimentofthis aspect of the invention, the system includes a measure of
`
`the amountof the antiknock agent such as cthanol in the source containing the antiknock agent to
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`control turbocharging, supercharging or spark retard when the amount of ethanolis low.
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`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
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`at lcast 4 octane numbers maybe obtained for every 20 percent of the cengine’s energy coming
`
`10
`
`from the ethanol.
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`Brief Description of the Drawing
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`Fig. 1 is a block diagram of one embodimentof the invention disclosed herein.
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`Fig. 2 is a graph of the drop in temperature within a cylinder as a function ofthe fraction
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`of energy provided by ethanol.
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`15
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`Fig. 3 is a schematic illustration ofthe stratification of cooler ethanol charge using direct
`
`injection and swirl motion for achieving thermalstratification.
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`Fig. 4 is a schematic illustration showing cthanolstratificd in an inlct manifold.
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`Fig. 5 is a block diagram of an embodimentof the invention in which the fuel
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`management microprocessoris used to control a turbocharger and spark retard based upon the
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`20
`
`amountof ethanolin a fuel tank.
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`Description of the Preferred Embodiment
`
`With referencefirst to Fig. 1, a spark ignition gasoline engine 10 includes a knock sensor
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`12 and a fuel management microprocessor system 14. The fuel management microprocessor
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`system 14 controls the direct injection of an antiknock agent such as ethanol from an ethanol
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`25
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`tank 16. The fucl management microprocessor system 14 also controls the delivery of gasoline
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`from a gasoline tank 18 into engine manifold 20. A turbocharger 22 is provided to improve the
`
`torque and powerdensity of the engine 10. The amount of ethanol injection is dictated either by
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`a predetermined correlation between octane number enhancement and fraction of fuel that is
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`provided by cthanol in an open loop system or by a closed loop control system that uses a signal
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`from the knock sensor 12 as an input to the fuel management microprocessor 14. In both
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`situations, the fuel management processor 14 will minimize the amountof ethanol added to a
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`cylinder while still preventing knock. It is also contemplated that the fuel management
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`microprocessor system 14 could provide a combination of open and closed loop control.
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`As showin Fig. 1 it is preferred that ethanol be directly injected into the engine 10.
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`Direct injection substantially increases the benefits of ethanol addition and decreases the required
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`amountof ethanol. Recent advancesin fuel injector and electronic control technology allows
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`fuel injection directly into a spark ignition engine rather than into the manifold 20. Because
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`ethanol has a high heat of vaporization there will be substantial cooling when it is directly
`
`10
`
`injected into the engine 10. This cooling effect further increases knock resistance by a
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`considerable amount. In the embodimentof Fig. 1 port fuel injection of the gasoline in which
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`the gasoline is injected into the manifold rather than directly injected into the cylinderis
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`preferred becauseit is advantagcous in obtaining goodair/fucl mixing and combustion stability
`
`that are difficult to obtain with direct injection.
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`15
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`Ethanolhas 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
`
`cnergy basis, since the lower heating valuc of cthanol is 26.9MJ/kg while for gasolineit 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
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`20
`
`ethanolis 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 cthanol 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).
`
`25
`
`In the case of cthanol dircct injection according to one aspect of the invention, the charge
`
`is directly cooled. The amount of cooling due to direct injection of ethanol is shownin Fig. 2. It
`
`is assumed that the air/fuel mixture is stoichiometric without exhaust gas recirculation (EGR),
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`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 docs not
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`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
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`injection of gasoline as well as direct injection of ethanol. However, under certain conditions
`
`there can be combustion stability issues.
`
`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 stoichiometric air/fuel ratio, the numbers indicated in Fig. 2
`
`decrease by abouta factor of 2 (the contribution of the ethanol itself and the gasolineis relatively
`
`modest). Similarly, for a 20% EGRrate, the cooling effect of the ethanol decreases by about
`
`10
`
`25%.
`
`The octane enhancementeffect 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
`
`15
`
`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% ofthe fuel is provided by
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`cthanol, the octane number enhancementis 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 numberof ethanol. From the above
`
`20
`
`considerations, it can be projected that even if the octane enhancement from direct coolingis
`
`significantly lower, a total octane number enhancementofat lcast 4 octane numbers should be
`
`achievable for every 20% ofthe total fuel energy that is provided by ethanol.
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`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
`
`25
`
`used. However, the air charge cooling benefit from cthanol would belost.
`
`Alternatively the ethanol and gasoline can be mixed together and then port fuel injected
`
`using a single injector per cylinder, thereby decreasing the numberofinjectors that would be
`
`used. However, the substantial air charge cooling benefit from ethanol would be lost. The
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`volumeof 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.
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`Relatively precise determinations of the actual amount of octane enhancement from given
`
`amounts ofdirect 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.
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`An additional benefit of using ethanol for octane enhancementis the ability to use it ina
`
`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
`
`10
`
`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.
`
`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
`
`15
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`denature the ethanol and makeit unattractive for human consumption.
`
`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
`
`20
`
`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 ethanolis directly injected and
`
`becauseit is stratified both by the injection process and by thermal centrifugation, the ignition
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`stability issues associated with gasoline direct injection (GDI) can be avoided.
`
`It is preferred that ethanol be added to those regions that make up the end-gas and are
`
`25
`
`prone to auto-ignition. These regions are near the walls of the cylinder. Since the end-gas
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`contains on the order of 25% of the fuel, substantial decrements in the required amounts of
`
`ethanol can be achievedbystratifying the ethanol.
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`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
`
`regionsat 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-gasis, and thus increase the anti-knock
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`effectiveness of the injected ethanol. The swirl motion is not affected much by the compression
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`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
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`large separating (centrifugal) forces. A 3m/s swirl motion in a 5cm radius cylinder gencrates
`accelerations of about 200m/s’, or about 20¢’s.
`
`10
`
`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 cthanol in an inlet manifold with swirl motion and
`
`thermal centrifugation maintaining stratification in the cylinder. In this case of port injection of
`
`15
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`ethanol, however, the advantage of substantial charge cooling maybelost.
`
`With reference again to Fig. 2, the effect of ethanol addition all the way up to 100%
`
`cthanol injection is shown. At the point that the engine is 100% direct cthanol injected, there
`
`may beissues of engine stability when operating with only stratified ethanol injection that need
`
`to be addressed. In the case ofstratified operation it may also be advantageousto stratify the
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`20
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`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 cthanolis injected).
`
`This situation can be achieved, as indicated in Fig. 4, by placing fuel in the region ofthe inlet
`
`manifold that is void of ethanol.
`
`The ethanol used in the invention can either be contained in a separate tank from the
`
`25
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`gasoline or may be scparated from a gasolinc/cthanol mixture stored in onc tank.
`
`The instantaneous ethanol injection requirement and total ethanol consumption overa
`
`drive cycle can be estimated from information about the drive cycle and the increase in torque
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`(and thus increase in compression ratio, engine powerdensity, and capability for downsizing)
`
`that is desired. A plot of the amountof opcrating time spent at various valucs of torque and
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`engine speed in FTP and US06 drive cycles can be used. It is necessary to enhance the octane
`
`numberat each point in the drive cycle where the torque is greater than permitted for knock free
`
`operation with gasoline alone. The amount of octane enhancementthat is required is determined
`
`by the torque level.
`
`A roughillustrative calculation showsthat only a small amount of ethanol 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 ethanol octane enhancement.
`
`Information about the operating time for the combined FTP and US06 cycles showsthat
`
`approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque
`
`10
`
`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 andthat 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 cthanolis about 30 percent. During a drive
`
`cycle about 20 percent of the total fuel energy is consumedat greater than 50 percent of
`
`15
`
`maximum torque since during the 10 percent of the time that the engine is operated in this
`
`regime, the amount of fuel consumedis about twice that which is consumed below 50 percent of
`
`maximum torque. The amount of cthanol cnergy consumed during the drive cycle is thus roughly
`
`around 6 percent (30 percent x 0.2) of the total fuel energy.
`
`In this case then, although 100% ethanol addition was needed at the highest value of
`
`20
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`torque, only 6% addition was needed averaged overthe drive cycle. The ethanol is much more
`
`effectively used by varying the level of addition according to the needs ofthe drive cycle.
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`Becauseof 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
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`ethanol and gasoline are comparable). A separate tank with a capacity of about 1.8 gallons
`
`25
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`would then be required in automobiles with twenty gallon gasoline tanks. The stored cthanol
`
`content would be about 9% of that of gasoline by weight, a numbernot too different from
`
`present-day reformulated gasoline. Stratification of the ethanol addition could reduce this
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`amount by more than a factor of two. An on-line ethanoldistillation system might alternatively
`
`be employed but would entail climination or reduction of the increase torque and power available
`
`30
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`from turbocharging.
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`Becauseofthe 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 ethanolis not available, the vehicle couldstill be operable by reducing or
`
`climinating turbocharging capability and/or by increasing spark retard so as to avoid knock. As
`
`shownin 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 superchargeror spark retard, not
`
`shown). As an example, with on-demand ethanol octane enhancement, a 4-cylinder engine can
`
`produce in the range of 280 horscpower with appropriate turbocharging or supercharging but
`
`10
`
`could also be drivable with an engine powerof 140 horsepower without the use of ethanol
`
`according to the invention.
`
`The impact of a small amountof ethanol upon fuel efficiency through use in a higher
`
`efficiency cngine can greatly increase the energy valuc of the cthanol. For cxamplc, gasoline
`
`consumption could be reduced by 20% due to higher efficiency engine operation from use of a
`
`15
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`high compressionratio, strongly turbocharged operation and substantial engine downsizing. The
`
`energy value of the ethanol, including its value in direct replacement of gasoline (5% ofthe
`
`cnergy of the gasolinc), is thus roughly cqual 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
`
`20
`
`roughly up to five times that of gasoline on an energy basis andstill be economically attractive.
`
`The use of cthanol as disclosed hercin can be a much greater value use than in other cthanol
`
`applications.
`
`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
`
`25
`
`vaporization cnergics such as methanol (with higher vaporization cnergy per unit fucl), and other
`
`anti-knock agents such astertiary butyl alcohol, or ethers such as methyltertiary butyl ether
`
`(MTBE),ethyltertiary butyl ether (ETBE),or tertiary amyl methyl ether (TAME).
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`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.
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`Whatis claimedis:
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`N~UWBWwWN
`
`CLAIMS
`
`1,
`
`A turbocharged or supercharged spark ignition engine system which uses port fuel injection
`of gasoline from a first source in addition to direct fucl injection of liquid cthanol from a
`second source comprising:
`
`a spark ignition engine;
`
`a turbocharger or supercharger;
`
`meansfor port fuel injection of gasoline from thefirst source;
`
`meansfor direct fuel injection of liquid ethanol from the second source;
`
`wherein during part of the cngine operating time, the engine is powered both by gasoline
`that is port fucl injected and cthanol that is directly injected; and
`
`a fuel management system which increases the ethanol energy fraction with increasing
`torqueso thatit is sufficient to prevent knock
`
`N
`
`The engine system of claim 1 wherein the ethanol is denatured and further wherein during
`part of the opcrating time the instantancous cthanol energy fraction is at lcast 20% and the
`engine is operated with a substantially stoichiometric fuel/air ratio
`
`The engine system of claims | or 2 wherein the ethanolis directly injected in such an amount
`that the evaporative cooling of the fuel/air charge by the directly injected ethanol combined
`with the higher octane numberof the ethanol enhances the octane numberbyat least 20
`octane numbers.
`
`The engine system of claims | or 2 wherein the level of turbocharging or supercharging is
`reduced or the turbocharging or supercharging is eliminated if there is no ethanol in the
`second source and where the engine can be operated without knock without the use of
`ethanol
`
`The engine system of claims 1 or 2 wherein the fuel management system controls ethanol use
`by cmploying information from a knock detector
`
`The engine system of claims 1 or 2 wherein the fuel management system includes a
`microprocessor that provides open loop control of the fraction of the total engine powerthat
`is provided by ethanol
`
`The engine system of claims | or 2 wherein both a knock detector and the open loop control
`are used to determine the ethanol fraction required to prevent knock.
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`Ooen~7rDNBRwWwWNFe
`
`10.
`
`11.
`
`The engine system of claims] or 2 wherein spark retard is increased when the amount of
`ethanol in the second source is low or not available
`
`The engine system of claims | or 2 wherein the ethanol is mixed with a lubricant
`
`The engine system of claims | or 2 wherein the ethanolis injected so it is non uniformly
`distributed with greater amounts towards the walls of the cylinder
`
`The engine system of claim 10 wherein the non-uniform distribution is obtained by direct
`injection in combination with charge swirl
`
`. The engine system of claims 1 or 2 wherein the amount of ethanol used for a given amount
`of octane enhancement is reduced whenit is injected so that it is non uniformly distributed
`with greater amounts towards the walls of the cylinder
`
`13.
`
`14,
`
`15.
`
`16.
`
`17.
`
`18,
`
`19,
`
`The engine system of claims | or 2 wherein the ethanol is separated from gasoline on board
`the vehicle
`
`The engine system of claims! or 2 wherein the fuel management system includes a
`microporcessor which uses ethanol fuel level in the second source to control the
`turbocharger or supercharger
`
`The engine system of claims 1 or 2 wherein the fuel management system is used to
`minimize the amount of ethanol required over a drive cycle to prevent knock
`
`The engine system of claims 1 or 2 wherein the ethanolis injected in such an amountso as to
`allowoperation of a given engineat at least twice the knock free torque attainable when no
`ethanol is used
`
`The engine system of claim 16 wherein by use of both a knock detector and open loop
`control the fuel management system limits the required ethanol energy fraction to less than 6
`% over a drive cycle
`
`The engine system of claims 1 or 2 wherein the maximum horsepowerof a given size engine
`is at least doubled by ethanol octane enhancement
`
`The engine system of claims | or 2 wherein downsizing and higher compressionratio are
`used to increase efficiency relative to a larger size engine which uses port fuel injection of
`gasoline alone and provides the same maximum horsepower
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`

`20.
`
`The engine system of claim] wherein the ethanol energy fraction is at least 20 % and the
`engine is operated with a substantially stoichiometric fucl/air ratio
`
`OoOoSsDWABWwWY
`
`a Qo
`
`11
`21.
`A turbocharged or supercharged spark ignition engine system which uses port fuel injection
`of gasoline fromafirst source in addition to direct fuel injection of liquid methanol from a
`13
`second source comprising:
`
`14
`
`15
`
`16
`
`17
`
`a spark ignition engine;
`
`a turbocharger or supercharger;
`
`meansfor port fuel injection of gasoline from the first source;
`
`meansfor direct fuel injection of liquid methanol from the second source;
`
`wherein during part of the engine operating time, the engine is powered both by gasoline
`that is port fuel injected and methanolthatis directly injected; and
`
`a fuel management system which increases the methanol energy fraction with increasing
`torque so that it is sufficient to prevent knock
`
`NONO
`
`. The engine system of claim 21 wherein during part of the operating time the instantaneous
`methanol energy fraction is at least 20%.and the engine is operated with a substantially
`stoichiometric fuel/air ratio
`
`. The engine system of claim 21 wherein the fuel management system includes a
`micorprocessor which uses methanolfuel level in the second source to control the
`turbobocharger or supercharger
`
`. The engine system of claim 21 wherein the level of turbocharging or superchargingis
`reduced or the turbocharging or supercharging is eliminated if there is no methanolin the
`second source and where the engine can be operated without knock without the use of
`denatured methanol
`
`Page 13 of 21
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`FORD Ex. 1120, page 13
`IPR2020-00013
`
`FORD Ex. 1120, page 13
` IPR2020-00013
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`

`

`OoNNNBRWN
`
`. The engine system of claim 21 wherein the fuel management system controls methanol use
`by employing information from a knock detector
`
`. The engine system of claim 21 wherein the fuel management system includes a
`microprocessor that provides open loop control ofthe fraction of the total engine powerthat
`is provided by methanol
`
`27.
`
`The engine system of claim 21 wherein both a knock detector and the open loop control are
`used to determine the methanol fraction required to prevent knock.
`
`. The engine system of claim 21 wherein spark retard is increased when the amount of
`methanol in the second source is low or not available
`
`. The engine system of claim 21 wherein the methanol is mixed with a lubricant
`
`30.
`
`The engine system of claim 21 wherein the methanolis injected so it is non uniformly
`distributed with greater amounts towards the walls of the cylinder
`
`31. The engine system of claim 30 wherein the non-uniform distribution is obtained by
`
`direct injection in combination with charge swirl
`
`32. The engine system of claim 21 wherein the amount of methanol used for a given
`
`amount of octane enhancementis reduced whenit is injected so thatit is non uniformly
`
`distributed with greater amounts towards the walls of the cylinder
`
`33 The engine system of claim 21 wherein the methanol is separated from gasoline on
`
`board the vehicle
`
`34. The engine system of claim 21 wherein the level of turbocharging or superchargingis
`
`determined by measurementof the amount of methanolin the second source
`
`Page 14 of 21
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`FORD Ex. 1120, page 14
`IPR2020-00013
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`FORD Ex. 1120, page 14
` IPR2020-00013
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`

`

`35. A turbocharged or supercharged, spark ignition engine system which uses fueling of
`gasoline from a first source in addition to direct fuel injection of liquid ethanol from a second
`source comprising:
`
`a spark ignition engine;
`
`a turbocharger or supercharger;
`
`meansfor fucling the cngine with gasoline from the first source;
`
`meansfor direct fuel injection of liquid ethanol from the second source;
`
`wherein during part of the engine operating time, the engine is powered both by gasoline
`that is direct fuel injected and ethanol thatis directly injected; and
`
`a fuel management system which increases the ethanol energy fraction with increasing
`torque so that it is sufficicnt to prevent knock.
`
`36. The engine system of claim 35 wherein the ethanol is denatured and further wherein
`
`during part of the operating time the instantaneous ethanol energy fraction is at least 20%; and
`
`the engine is operated with a subsatnailly stoichiometric fuel/air ratio
`
`37. The engine system of claim 36 wherein the the ethanolis directly injected in such an
`
`amountthat the evaporative cooling of the fuel/air charge by the directly injected ethanol
`
`combined with the higher octane of number of the ethanol enhances the octane numberby at
`
`least 20 octane numbers
`
`38.The engine system of claim 36 wherein the level of turbocharging or supercharging is
`
`reduced or the turbocharging or superchargingis eliminated if there is no ethanol in the second
`
`source and where the engine can be operate