OldSn=Levoe
`19587,US.PTO10/991774
`
`CHOATE, HALL & STEWART
`A PARTNERSHIP INCLUDING PROFESSIONAL CORPORATIONS
`
`EXCHANGEPLACE
`
`53 STATE STREET
`
`BOSTON, MASSACHUSETTS 02109-2891
`TELEPHONE (617) 248-5000
`FACSIMILE (617) 248-4000
`
`Mail Stop Patent Application
`Commissioner for Patents
`P.O. Box 1450
`Alexandria, VA 22313-1450
`
`Express Mail No.: EV196632874US
`Attorney Docket No.: 0492611-0598
`Date Filed: November18, 2004
`
`1450, Alexandria, VA 22313-1450 Diana Ruiz
`
`CERTIFICATE OF MAILING
`
`“Express Mail” mailing label number EV 196632874 US
`
`Date of Deposit: November 18, 2004
`
`I hereby certify that this correspondence is being deposited with the United States Postal Service as “Express Mail Post
`Office to Address” service under 37 CFR 1.10 on the date indicated above and is addressed to: Commissioner for Patents, P.O. Box
`
`UTILITY PATENT APPLICATION TRANSMITTAL
`(for new nonprovisional applications under 37 C.F.R. § 1.53(b))
`
`Dear Sir:
`
`Please find enclosed a patent application and papers as followsfor:
`
`Inventor(s):
`
`~
`
`Given Name(first and middle)
`
`Family Name or Surname
`
`Residence (City
`
`and State or Foreign
`
`Coun!
`
`DANIEL R.
`
`LESLIE
`
`JOHN B.
`
`COHN
`
`BROMBERG
`
`HEYWOOD
`
`CHESTNUT HILL, MASSACHUSETTS
`
`SHARON, MASSACHUSETTS
`
`NEWTON, MASSACHUSETTS
`
`Title of the Invention: FUEL MANAGEMENT SYSTEM FOR VARIABLE ETHANOL
`OCTANE ENHANCEMENT OF GASOLINE ENGINES
`
`A) APPLICATION ELEMENTS:
`
`1) CO Fee Transmittal Form (original and duplicate submitted for fee processing)
`
`2) & Applicant Claims Small Entity Status (see 37 C.F.R. § 1.27)
`
`a) _) Statement Verifying Small Entity Status (optional)
`
`FORD Ex. 1121, page 1
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`TOTAL PAGES: 14
`
`3) &) Specification
`&] Cover Page
`&) Descriptive Title of the Invention
`&) Backgroundofthe Invention
`&) Summary ofthe Invention
`&] Brief Description of the Drawing(if filed)
`&] Description of the Preferred Embodiment
`XX] Claim(s) (3 pgs.)
`—] Abstract of the Invention (1 pg.)
`
`4) &) Drawing(s) (35 U.S.C. § 113)
`a) (J Formal Drawings(if checked)
`
`TOTAL SHEETS: 3
`
`5) (1 Oath or Declaration
`a) 0) Newly Executed (original or copy)
`
`TOTAL PAGES:
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`b) [J Copyfrom a prior application (37 C.F.R. § 1.63(d))-for
`continuation/divisional application
`
`i) (1 Deletion of inventor(s): Signed Statement deleting inventor(s) named
`in the prior application, see 37 C.F.R. §§ 1.63(d)(2) and 1.33(b).
`
`c) 1 Unexecuted
`
`6) (J Application Data Sheet. See 37 C.F.R. § 1.76.
`
`7) (J CD-ROM or CD-Rin duplicate, large table or Computer Program
`(Appendix)
`
`8) (1 Nucleotide and/or Amino Acid Sequence Submission (if applicable, all are
`necessary)
`
`a) () Computer Readable Form (CRF)
`
`b) (2 Specification Sequence Listing on:
`
`i) D CD-ROMor CD-R (2 copies); or
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`uu) Lj Paper
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`c) L) Statements verifying identity of above copies
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`B) ACCOMPANYING APPLICATION PARTS:
`9) (1 Assignment Papers (cover sheet & document(s))
`10) () 37 C.E.R. § 3.73(b) Statement (when there is an assignee)
`11) (1 Powerof Attorney
`12) CJ English Translation Document(if applicable)
`13) CJ Information Disclosure Statement (IDS)/PTO-1449
`14) [] Copies of IDS Citations
`15) () Preliminary Amendment
`16) & Return Receipt Postcard (MPEP 503)(specifically itemized)
`17) O Certified Copy of Priority Document(s) (if foreign priority is claimed)
`18) L) Nonpublication Request under 35 U.S.C. § 122(b)(2)(B){i)
`19) () OTHER:(if applicable, specified below)
`
`C) FOR CONTINUING APPLICATIONS: (the appropriate box is checked, and certain
`information is provided below andin a preliminary amendment)
`
`OO continuation
`
`CL) divisional
`
`[1] continuation-in-part (CIP)
`
`of prior application no.:
`filed:
`examiner:
`group/art unit:
`
`for continuation or divisional applications only: The entire disclosure of the prior
`application, from which an oath or declaration is supplied as detailed above, is considered
`a part of the disclosure of the accompanying continuation or divisional application and is
`hereby incorporated by reference.
`
`D.) PRIORITY CLAIM(S):
`
`This application claims the benefit under 35 U.S.C. § 120 of any United States application(s) or
`PCTinternational application(s) designating the United States of Americalisted below:
`
`Application Serial No.
`
`Filing date
`
`Status
`
`(patented,
`
`pending,
`
`abandoned
`
`This application claimsthe benefit under 35 U.S.C. § 119(e) of any United States provisional
`application(s) listed below:
`
`Application Serial No.
`
`Filing date
`
`Status
`
`(pending,
`
`expired, abandoned
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`E) METHOD OF PAYMENTOFFILING FEES FOR THIS APPLICATION:
`
`( Applicant claims small entity status 37 C.F.R. § 1.27.
`
`& A check for $422.00 is enclosed to cover the filing fees.
`
`&] The commissioner is hereby authorized to chargefiling fees or to credit any
`overpaymentto deposit account number 03-1721.
`
`Basic Filing Fee (Small Entity)
`Additional Fees:
`Total Numberof Claimsin excess of 20: (23 — 20) x $9
`Numberof Independent Claimsin excess of 3:(2 — 3) x $43
`Multiple Dependent Claims $150:
`Total Filing Fee:
`
`$395.00
`
`$27.00
`$0.00
`$0.00
`$422.00
`
`F) CORRESPONDENCE ADDRESS:
`
`{] Customer Number: 24280
`
`Resp€ctfully Submitted,
`
`
` “ Sam Pasternack
`
`Registration No. 29,576
`
`CHOATE, HALL & STEWART
`53 State Street
`Exchange Place
`Boston, MA 02109
`Phone: (617) 248-5000
`Fax: (617) 248-4000
`
`Express Mail No.: EV196632874US
`Attorney Docket: 0492611-0598
`Date Filed: November18, 2004
`
`3770667_1.DOC
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`JOINT
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`APPLICATION
`
`FOR
`
`UNITED STATES LETTERS PATENT
`
`TO THE ASSISTANT COMMISSIONER FOR PATENTS:
`
`BE IT KNOWN,that we,
`
`Daniel R. Cohn, Chestnut Hill, Massachusetts
`
`Leslie Bromberg, Sharon, Massachusetts
`
`John B. Heywood, Newton, Massachusetts
`
`have invented certain new and useful improvements in Fuel Management System for
`
`Variable Ethanol Octane Enhancementof Gasoline Engines of which the followingis a
`
`specification:
`
`Attorney Docket No.: 049261 1-0598
`Express Mail No. EV196632874US
`Date ofFiling: November 18, 2004
`Customer Number: 24280
`
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`Fuel Management System for Variable Ethanol Octane Enhancement
`
`of Gasoline Engines
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`
`
`BackgroundoftheInvention
`
`This invention relates to spark ignition gasoline enginesutilizing an antiknock agent
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`whichis a liquid fuel with a higher octane numberthan gasoline such as ethanol to improve
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`engine efficiency.
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`It is known thatthe efficiency of spark ignition (SI) gasoline engines can be increased by
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`high compressionratio operation andparticularly by engine downsizing. The engine downsizing
`
`is made possible by the use of substantial pressure boosting from either turbocharging or
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`supercharging. Such pressure boosting makesit possible to obtain the same performancein a
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`significantly smaller engine. See, J. Stokes, et al., “A Gasoline Engine Concept For Improved
`
`Fuel Economy — The Lean-Boost System,” SAE Paper 2001-01-2902. The use of these
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`techniques to increase engine efficiency, 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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`15
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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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`Octane numberrepresents the resistance of a fuel to knocking but the use of higher
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`octane gasoline only modestly alleviates the tendency to knock. For example, the difference
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`between regular and premium gasolineis typically six octane numbers. That is significantly less
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`20
`
`than is neededto realize fully the efficiency benefits of high compression ratio or turbocharged
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`operation. There is thus a need for a practical means for achieving a much higherlevel of octane
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`enhancementso that engines can be operated much moreefficiently.
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`It is known to replace a portion of gasoline with small amounts of ethanol added at the
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`refinery. Ethanol has a blending octane number (ON) of 110 (versus 95 for premium gasoline)
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`25
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`(see J.B. Heywood,“Internal Combustion Engine Fundamentals,” McGraw Hill, 1988, p. 477)
`
`andis also attractive becauseit 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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`ofethanolthat is readily available is much smaller than that of gasoline becauseoftherelatively
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`30
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`limited amount of biomassthat is available for its production. An object of the present invention
`
`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
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`is to minimize the amount ofethanol or other antiknock agentthat is used to achieve a given
`
`level of engine efficiency increase. Byrestricting the use of ethanolto the relatively small
`fraction oftime in an operating cycle whenit is needed to prevent knockin a higher load regime
`
`and by minimizing its use at these times, the amountof ethanolthat is required can be limited to
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`a relatively small fraction of the fuel used by the spark ignition gasoline engine.
`
`Summary ofthe Invention
`
`In oneaspect, the invention is a fuel management system forefficient operation of a
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`spark ignition gasoline engine including a source of an antiknock agent such as ethanol. An
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`injector directly injects the ethanol into a cylinder of the engine and a fuel management system
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`controls injection of the antiknock agentinto the cylinder to contro] knock with minimum use of
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`the antiknock agent. A preferred antiknock agent is ethanol. Ethanol has a high heat of
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`vaporization sothatthere is substantial cooling ofthe air-fuel charge to the cylinder whenit is
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`injected directly into the engine. This cooling effect reduces the octane requirement of the
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`engine by a considerable amountin addition to the improvement in knockresistance from the
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`15
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`relatively high octane numberof ethanol. Methanol, tertiary butyl alcohol, MTBE, ETBE, and
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`TAMEmayalso be used. Wherever ethanol is used herein it is to be understood that other
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`antiknock agents are contemplated.
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`The fuel management system uses a fuel management control system that may use a
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`microprocessor that operates in an open loop fashion on a predetermined correlation between
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`20
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`octane number enhancementand fraction of fuel provided by the antiknock agent. To conserve
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`the ethanol, it is preferred that it be added only during portions of a drive cycle requiring knock
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`resistance and thatits 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 knockin a closed
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`25
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`loop fashion.
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`In one embodimentthe injectorsstratify the ethanol to provide non-uniform deposition
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`within a cylinder. For example, the ethanol maybe 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
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`30
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`the amountof the antiknock agent such as ethanol in the source containing the antiknock agent to
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`control turbocharging, supercharging or spark retard when the amountofethanolis low.
`
`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
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`Thedirect injection of ethanol provides substantially a 13°C drop in temperature for
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`every ten percentof fuel energy provided by ethanol. An instantaneous octane enhancement of
`at least 4 octane numbers maybe obtained for every 20 percent of the engine’s energy coming
`
`from the ethanol.
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`Brief Description of the Drawing
`
`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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`Fig. 3 is a schematic illustration of the stratification of cooler ethanol charge using direct
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`10
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`injection and swirl motion for achieving thermalstratification.
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`Fig. 4 is a schematicillustration showing ethanolstratified in an inlet 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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`amountof ethanol in a fuel tank.
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`15
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`Description of the Preferred Embodiment
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`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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`tank 16. The fuel management microprocessor system 14 also controls the delivery of gasoline
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`20
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`from a gasoline tank 18 into engine manifold 20. A turbocharger 22 is provided to improve the
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`torque and powerdensity of the engine 10. The amountof ethanol injection is dictated either by
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`a predetermined correlation between octane number enhancementand fraction of fuel that is
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`provided by ethanol 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 aii input to the fuel management microprocessor 14. In both
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`25
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`situations, the fuel management processor 14 will minimize the amount of 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
`
`Attorney Docket No.: 049261 1-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
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`amountofethanol. 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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`ethanolhas a high heatof vaporization there will be substantial cooling whenit is directly
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`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 advantageousin obtaining goodair/fuel mixing and combustionstability
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`that are difficult to obtain with direct injection.
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`Ethanolhas a heat of vaporization of 840kJ/kg, while the heat of vaporization of gasoline
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`10
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`is about 350kJ/kg. Theattractiveness of ethanol increases when compared with gasoline on an
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`energy basis, since the lower heating value of ethanol is 26.9MJ/kg while for gasoline it is about
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`44MJ/kg. Thus, the heat of vaporization per Joule of combustion energy is 0.031 for ethanol and
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`0.008 for gasoline. That is, for equal amounts of energy the required heat of vaporization of
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`ethanolis about four times higher than that of gasoline. Theratio of the heat of vaporization per
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`15
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`unit air required for stoichiometric combustion is about 94 kJ/kg ofair for ethanol and 24 kJ/kg
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`ofair for gasoline, or a factor of four smaller. Thus, the net effect of cooling the air chargeis
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`about four times lower for gasoline than for ethanol (for stoichiometric mixtures wherein the
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`amountofair contains oxygen that is just sufficient to combustall of the fuel).
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`In the case of ethanol direct injection according to one aspect of the invention, the charge
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`20
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`is directly cooled. The amount of cooling dueto direct injection of ethanol is shown in Fig. 2. It
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`is assumedthat 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
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`contributes to charge cooling. Gasoline is vaporized in the inlet manifold and does not
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`contribute to cylinder charge cooling. The direct ethanolinjection provides about 13°C of
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`25
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`cooling for each 10% ofthe 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
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`there can be combustion stability issues.
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`The temperature decrement because of the vaporization energy of the ethanol decreases
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`with lean operation and with EGR,as the thermal capacity of the cylinder charge increases. If
`
`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
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`the engineoperates at twice the stoichiometric air/fuel ratio, the numbers indicatedin Fig.2
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`decrease by abouta factor of 2 (the contribution of the ethanolitself and the gasoline is relatively
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`modest). Similarly, for a 20% EGRrate, the cooling effect of the ethanol decreases by about
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`25%.
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`The octane enhancementeffect can be estimated from the data in Fig. 2. Direct injection
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`of gasoline results in approximately a five octane numberdecrease in the octane number required
`
`by the engine, as discussed by Stokes, et al. Thus the contribution is about five octane numbers
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`per 30K drop in charge temperature. As ethanol can decrease the charge temperature by about
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`120K, then the decrease in octane numberrequired by the engine due to the drop in temperature,
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`for 100% ethanol, is twenty octane numbers. Thus, when 100% ofthe fuel is provided by
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`ethanol, the octane number enhancementis approximately thirty-five octane numbers with a
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`twenty octane number enhancement comingfrom direct injection cooling and a fifteen octane
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`number enhancement coming from the octane numberof ethanol. From the above
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`considerations, it can be projected that even if the octane enhancement from direct cooling is
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`15
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`significantly lower, a total octane number enhancementof at least 4 octane numbers should be
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`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
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`through a single injector per cylinder, thereby decreasing the numberofinjectors that would be
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`used. However, the air charge cooling benefit from ethanol would belost.
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`20
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`Alternatively the ethanol and gasoline can be mixed together and then port fuel injected
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`using a single injector per cylinder, thereby decreasing the numberof injectors that would be
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`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
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`to meet the demanding dynamic octaic-ciiliaiicement requirements of the engine.
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`25
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`Relatively precise determinationsof the actual amount of octane enhancement from given
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`amounts ofdirect ethanol injection can be obtained from laboratory and vehicle tests in addition
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`to detailed calculations. These correlations can be used by the fuel management microprocessor
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`system 14.
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`Attorney Docket No.: 0492611-0598
`Express Mail No. EV186632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
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`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 costly and energy consuming
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`water removal step in producing pure ethanol that must be employed when ethanolis added to
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`gasolineat a refinery. Moreover, the water provides an additional cooling (due to vaporization)
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`that further increases engine knockresistance. In contrast the present use of ethanol as an
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`additive to gasolineat the refinery requires that the water be removed from the ethanol.
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`Since unlike gasoline, ethanol is not a good lubricant and the ethanol fuel injector can
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`stick and not open, it is desirable to add a lubricant to the ethanol. The lubricant will also
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`denature the ethanol and makeit unattractive for human consumption.
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`10
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`Further decreases in the required ethanol for a given amount of octane enhancement can
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`be achieved with stratification (non-uniform deposition) of the ethanol addition. Direct injection
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`can be usedto place the ethanol near the walls of the cylinder where the need for knock
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`reduction is greatest. The direct injection may be used in combination with swirl. This
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`stratification of the ethanol in the engine further reduces the amountof ethanol needed to obtain
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`15
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`a given amount of octane enhancement. Because only the ethanolis directly injected and
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`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.
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`It is preferred that ethanol be added to those regions that make up the end-gas and are
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`prone to auto-ignition. These regions are near the walls of the cylinder. Since the end-gas
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`20
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`contains on the order of 25% ofthe fuel, substantial decrements in the required amounts of
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`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
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`cooling will result in forces that thermally stratify the discharge (centrifugal senaration of the
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`regions at different density due to different temperatures). The effect of ethanol addition is to
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`25
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`increase gas density since the temperature is decreased. With swirl the ethanol mixture will
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`automatically move to the zone where the end-gas is, 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-
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`center (TDC) and then dissipates. It should be pointed out that relatively modest swirls result in
`
`Attorney Docket No.: 0492611-0598
`Express Mail No. £V196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
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`large separating (centrifugal) forces. A 3m/s swirl motion in a Scm radius cylinder generates
`accelerations of about 200m/s’, or about 20¢’s.
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`Fig. 3 illustrates ethanol direct injection and swirl motion for achieving thermal
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`stratification. Ethanol is predominantly on an outside region whichis the end-gas region. Fig. 4
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`illustrates a possible stratification of the ethanol in an inlet manifold with swirl motion and
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`thermalcentrifugation maintainingstratification in the cylinder. In this case ofport injection of
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`ethanol, however, the advantage of substantial charge cooling maybelost.
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`With reference again to Fig. 2, the effect of ethanol addition all the way up to 100%
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`ethanol injection is shown. At the point that the engine is 100% direct ethanol injected,there
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`10
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`maybeissues of engine stability when operating with only stratified ethanol injection that need
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`to be addressed. In the case ofstratified operation it may also be advantageoustostratify the
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`injection of gasoline in orderto provide a relatively uniform equivalenceratio across the cylinder
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`(and therefore lower concentrations of gasoline in the regions where the ethanolis injected).
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`This situation can be achieved,as indicated in Fig. 4, by placing fuel in the region of the inlet
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`15
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`manifold that is void of ethanol.
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`The ethanol used in the invention can either be contained in a separate tank from the
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`gasoline or may be separated from a gasoline/ethanol mixture stored in one tank.
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`The instantaneousethanol injection requirementand total ethanol consumption over a
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`drive cycle can be estimated from information about the drive cycle and the increase in torque
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`20
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`(and thus increase in compressionratio, engine power density, and capability for downsizing)
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`that is desired. A plot of the amount of operating time spent at various values 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
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`numberat each point in the drive cycle where the torque is greater than nermitted for knock free
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`operation with gasoline alone. The amount of octane enhancement that is required is determined
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`25
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`by the torque level.
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`A rough illustrative calculation shows that only a small amount of ethanol might be
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`needed overthe drive cycle. Assumethatit is desired to increase the maximum torque level by a
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`factor of two relative to what is possible withoutdirect injection ethanol octane enhancement.
`
`Attomey Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`Page 8 of 14
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`FORD Ex. 1121, page 12
`IPR2020-00013
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`FORD Ex. 1121, page 12
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`Information about the operating time for the combined FTP and US06 cycles showsthat
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`approximately only 10 percentofthe time is spent at torque levels above 0.5 maximum torque
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`and less than 1 percentofthe time is spent above 0.9 maximum torque. Conservatively
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`assuming that 100 % ethanoladdition is needed at maximum torque and that the energy fraction
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`of ethanol addition that is required to prevent knock decreaseslinearly to zero at 50 percent of
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`maximum torque, the energy fraction provided by ethanol is about 30 percent. During a drive
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`cycle about 20 percentof the total fuel energy is consumedat greater than 50 percent of
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`maximum torque since during the 10 percentof the time that the engine is operatedin this
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`regime, the amount of fuel consumedis about twice that which is consumed below 50 percent of
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`10
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`maximum torque. The amountof ethanol energy consumed during the drive cycle is thus roughly
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`around 6 percent (30 percent x 0.2) of the total fuel energy.
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`In this case then, although 100% ethanol addition was neededat the highest value of
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`torque, only 6% addition was needed averaged over the drive cycle. The ethanol is much more
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`effectively used by varying the level of addition according to the needsofthe drive cycle.
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`15
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`Becauseof the lower heat of combustion of ethanol, the required amount of ethanol would be
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`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
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`would then be required in automobiles with twenty gallon gasoline tanks. The stored ethanol
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`content would be about 9% ofthat of gasoline by weight, a numbernottoo different from
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`20
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`present-day reformulated gasoline. Stratification of the ethanol addition could reducethis
`amount by more than afactor oftwo. An on-line ethanol distillation system might alternatively
`be employed but would entail elimination or reduction of the increase torque and poweravailable
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`from turbocharging.
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`Becauseofthe relatively small amount of ethanol and present lack of an ethanol fueling
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`25
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`infrastructure, it is important that the ethanol vehicle be operableif there is no ethanol on the
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`vehicle. The engine system can be designed such that although the torque and power benefits
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`would be lower when ethanolis not available, the vehicle could still be operable by reducing or
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`eliminating turbocharging capability and/or by increasing spark retard so as to avoid knock. As
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`shown in Fig. 5, the fuel management microprocessor system 14 uses ethanol fuel level in the
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`30
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`ethanol tank 16 as an input to control the turbocharger 22 (or supercharger or spark retard, not
`
`Attorney Docket No.: 049261 1-0598
`Express Mail No. EV196632874US
`Dateof Filing: November 18, 2004
`Customer Number: 24280
`
`Page 9 of 14
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`FORD Ex. 1121, page 13
`IPR2020-00013
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`FORD Ex. 1121, page 13
` IPR2020-00013
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`

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`shown). As an example, with on-demand ethanol octane enhancement, a 4-cylinder engine can
`producein the range of 280 horsepowerwith 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.
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`The impact of a small amountof ethanol uponfuel efficiency through use in a higher
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`efficiency engine can greatly increase the energy value of the ethanol. For example, gasoline
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`consumption could be reduced by 20% dueto higherefficiency engine operation from use of a
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`high compressionratio, strongly turbocharged operation and substantial engine downsizing. The
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`energyvalue of the ethanol, includingits value in direct replacement of gasoline (5% of the
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`10
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`energy of the gasoline), is thus roughly equal to 25% of the gasoline that would have been used
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`in a less efficient engine without any ethanol. The 5% gasoline equivalent energy value of
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`ethanol has thus been leveraged up to a 25% gasoline equivalent value. Thus, ethanol can cost
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`roughly upto five times that of gasoline on an energy basis andstill be economically attractive.
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`The use of ethanol as disclosed herein can be a much greater value use than in other ethanol
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`applications.
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`Although the above discussion has featured ethanol as an exemplary anti-knock agent,
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`the same approach can be applied to other high octane fuel and fuel additives with high
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`vaporization energies such as methanol(with higher vaporization energy per unit fuel), and other
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`anti-knock agents suchastertiary butyl alcohol, or ethers such as methyl tertiary butyl ether
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`20
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`(MTBE), ethyl tertiary 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
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`apparentto those of ordinary skill in the art and it is intended that all such modifications and
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`variations be included within the scope of the appended claims.
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`Whatis claimed is:
`
`Attorney Docket No.: 049261 1-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`Page 10 of 14
`
`FORD Ex. 1121, page 14
`IPR2020-00013
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`FORD Ex. 1121, page 14
` IPR2020-00013
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`

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`1,
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`Fuel managementsystem forefficient operation of a spark ignition gasoline engine
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`comprising:
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`a gasoline engine;
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`a source of an anti-knock agent;
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`an injector for direct injection of the anti-knock agent into a cylinder of the engine; and
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`a fuel managementcontrol system for controlling injection of the anti-knock agentinto
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`the cylinder to control knock.
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`The system of claim 1 wherein the injectors stratify the anti-knock agent to provide non-
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`uniform deposition within a cylinder.
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`The system of claim 2 wherein the anti-knock agent is deposited near the walls of the
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`cylinder.
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`The system of claim 2 whereinthestratification is obtained through direct injection and
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`charge swirl.
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`The system of claim 1 wherein the anti-knock agent is selected from the group consisting
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`of ethanol, methanol,tertiary butyl alcohol, MTBE, ETBE and TAME.
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`The system of claim 1 wherein the fuel management system includes a microprocessor
`that operates in an open loop fashion on a predetermined correlation between octane
`number enhancement and fraction of fuel provided by the anti-knock agent.
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`2.
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`3.
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`4.
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`5.
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`6.
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`7.
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`The system of claim 1 wherein the gasoline engine includes a knock senser providing a
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`feedback signal to a fuel management microprocessor to minimize the amount ofthe anti-
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`knock agent added to prevent knock in a closed loop fashion.
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`8.
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`9.
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`The system of claim 1 wherein the anti-knock agentis ethanol.
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`The system of claim 8 wherein the ethanol is mixed with water.
`
`Attorney Docket No.: 049261 1-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`Page 11 of 14
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`11
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`12
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`14
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`15
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`16
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`17
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`18
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`19
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`20
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`21
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`22
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`23
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`FORD Ex. 1121, page 15
`IPR2020-00013
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`FORD Ex. 1121, page 15
` IPR2020-00013
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`10.
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`11.
`
`12.
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`14.
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`15.
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`16.
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`17.
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`18.
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`19.
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`20.
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`The system of claim 8 wherein the ethanol is mixed with a lubricant.
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`The system of claim 1 wherein the engine has substantial organized motion such as swirl.
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`The system of claim 1 wher