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`of Gasoline Engines
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`This application is a continuation of United States Patent Application No. 10/991,774
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`filed on November 18, 2004.
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`Background of the Invention
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`This invention relates to spark ignition gasoline engines utilizing an antiknock agent
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`which is a liquid fuel with a higher octane number than gasoline such as ethanol to improve
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`engine efficiency.
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`It is known that the efficiency of spark ignition (SI) gasoline engines can be increased by
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`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 or
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`supercharging. Such pressure boosting makes it possible to obtain the same performance in a
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`significantly smaller engine. &, J. Stokes, er al., “A Gasoline Engine Concept For Improved
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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 engine efficiency, however, is limited by the onset of engine knock.
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`Knock is 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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`Octane number represents 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 gasoline is typically six octane numbers. That is significantly less
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`than is needed to 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 higher level of octane
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`enhancement so that engines can be operated much more efficiently.
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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 1 10 (versus 95 for premium gasoline)
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`(see J .B. Heywood, “Internal Combustion Engine Fundamentals,” McGraw Hill, 1988, p. 477)
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`and is 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 had a 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 ethanol that is readily available is much smaller than that of gasoline because of the relatively
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`limited amount of biomass that is available for its production. An object of the present invention
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`is to minimize the amount of ethanol or 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
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`fraction of time in an operating cycle when it is needed to prevent knock in a higher load regime
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`and by minimizing its use at these times, the amount of ethanol that is required can be limited to
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`a relatively small fraction of the fuel used by the spark ignition gasoline engine.
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`Summary of the Invention
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`In one aspect, the invention is a fuel management system for efficient 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 agent into the cylinder to control 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 so that there is substantial cooling of the air-fuel charge to the cylinder when it 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 amount in addition to the improvement in knock resistance from the
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`relatively high octane number of ethanol. Methanol, tertiary butyl alcohol, MTBE, ETBE, and
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`TAME may also 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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`octane number enhancement and 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 that its use be minimized during these times. Alternatively, the gasoline engine
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`may include a knock sensor that provides a feedback signal to a fuel management
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`microprocessor system to minimize the amount of the ethanol added to prevent knock in a closed
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`loop fashion.
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`In one embodiment the 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 embodiment of this aspect of the invention, the system includes a measure of
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`the amount of 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 amount of ethanol is low.
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`The direct injection of ethanol provides substantially a 13°C drop in temperature for
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`every ten percent of fuel energy provided by ethanol. An instantaneous octane enhancement of
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`at least 4 octane numbers may be obtained for every 20 percent of the engine’s energy coming
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`10
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`from the ethanol.
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`Brief Description of the Drawing
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`Fig. 1 is a block diagram of one embodiment of the invention disclosed herein.
`
`Fig. 2 is a graph of the drop in temperature within a cylinder as a function of the 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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`injection and swirl motion for achieving thermal stratification.
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`Fig. 4 is a schematic illustration showing ethanol stratified in an inlet manifold.
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`Fig. 5 is a block diagram of an embodiment of the invention in which the fuel
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`management microprocessor is used to control a turbocharger and spark retard based upon the
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`20
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`amount of ethanol in a fuel tank.
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`Description of the Preferred Embodiment
`
`With reference first 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 fuel 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
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`torque and power density 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 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 an input to the fuel management microprocessor 14. In both
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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 show in 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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`amount of ethanol. Recent advances in 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
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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 embodiment of 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 cylinder is
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`preferred because it is advantageous in obtaining good air/fuel mixing and combustion stability
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`that are difficult to obtain with direct injection.
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`Ethanol has a heat of vaporization of 840kJ/kg, while the heat of vaporization of gasoline
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`is about 350kJ/kg. The attractiveness 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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`ethanol is about four times higher than that of gasoline. The ratio of the heat of vaporization per
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`unit air required for stoichiomctric combustion is about 94 kJ/kg of air for ethanol and 24 kJ/kg
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`of air for gasoline, or a factor of four smaller. Thus, the net effect of cooling the air charge is
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`about four times lower for gasoline than for ethanol (for stoichiometrie mixtures wherein the
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`amount of air contains oxygen that is just sufficient to combust all 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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`is directly cooled. The amount of cooling due to direct injection of ethanol is shown in Fig. 2. It
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`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
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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 ethanol injection provides about 130C of
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`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
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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. 1f
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`the engine operates at twice the stoichiometric air/fuel ratio, the numbers indicated in Fig. 2
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`decrease by about a factor of 2 (the contribution of the ethanol itself and the gasoline is relatively
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`modest). Similarly, for a 20% EGR rate, the cooling effect of the ethanol decreases by about
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`25%.
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`The octane enhancement effect can be estimated from the data in Fig. 2. Direct injection
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`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
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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 number required by the engine due to the drop in temperature,
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`for 100% ethanol, is twenty octane numbers. Thus, when 100% of the fiael is provided by
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`ethanol, the octane number enhancement is approximately thirty-five octane numbers with a
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`twenty octane number enhancement coming from direct injection cooling and a fifteen octane
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`number enhancement coming from the octane number of ethanol. From the above
`
`considerations, it can be projected that even if the octane enhancement from direct cooling is
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`significantly lower, a total octane number enhancement of at least 4 octane numbers should be
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`achievable for every 20% of the 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 number of injectors that would be
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`used. However, the air charge cooling benefit from ethanol would be lost.
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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 number of 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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`volume of fuel between the mixing point and the port fuel injector should be minimized in order
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`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
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`amounts of direct 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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`An additional benefit of using ethanol for octane enhancement is the ability to use it in a
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`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 ethanol is added to
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`gasoline at a refinery. Moreover, the water provides an additional cooling (due to vaporization)
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`that further increases engine knock resistance. In contrast the present use of ethanol as an
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`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
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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 make it unattractive for human consumption.
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`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
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`can be used to 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 amount of ethanol needed to obtain
`
`a given amount of octane enhancement. Because only the ethanol is directly injected and
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`because it is stratified both by the injection process and by thermal centrifugation, the ignition
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`stability issues associated with gasoline direct injection (GDT) can be avoided.
`
`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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`contains on the order of 25% of the fuel, substantial decrements in the required amounts of
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`ethanol can be achieved by stratifying 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 separation 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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`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
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`large separating (centrifugal) forces. A 3m/s swirl motion in a 5cm radius cylinder generates
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`10
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`accelerations of about 200m/s2, or about 20g’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 which is 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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`thermal centrifugation maintaining stratification in the cylinder. In this case of port injection of
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`ethanol, however, the advantage of substantial charge cooling may be lost.
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`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
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`may be issues of engine stability when operating with only stratified ethanol injection that need
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`to be addressed. In the case of stratified operation it may also be advantageous to stratify the
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`injection of gasoline in order to provide a relatively uniform equivalence ratio across the cylinder
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`(and therefore lower concentrations of gasoline in the regions where the ethanol is 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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`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.
`
`The instantaneous ethanol injection requirement and 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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`(and thus increase in compression ratio, engine power density, and capability for downsizing)
`
`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 U806 drive cycles can be used. It is necessary to enhance the octane
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`number at each point in the drive cycle where the torque is greater than permitted for knock free
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`operation with gasoline alone. The amount of octane enhancement that is required is determined
`
`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 over the drive cycle. Assume that it is desired to increase the maximum torque level by a
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`factor of two relative to what is possible without direct injection ethanol octane enhancement.
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`Information about the operating time for the combined FTP and U806 cycles shows that
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`approximately only 10 percent of the time is spent at torque levels above 0.5 maximum torque
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`and less than 1 percent of the time is spent above 0.9 maximum torque. Conservatively
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`assuming that 100 % ethanol addition is needed at maximum torque and that the energy fraction
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`of ethanol addition that is required to prevent knock decreases linearly 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 percent of the total fuel energy is consumed at greater than 50 percent of
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`maximum torque since during the 10 percent of the time that the engine is operated in this
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`regime, the amount of fuel consumed is about twice that which is consumed below 50 percent of
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`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.
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`In this case then, although 100% ethanol addition was needed at 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 needs of the drive cycle.
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`Because of 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% of that of gasoline by weight, a number not too different from
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`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 ethanol distillation system might alternatively
`
`be employed but would entail elimination or reduction of the increase torque and power available
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`from turbocharging.
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`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
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`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
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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
`
`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-eylinder 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.
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`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
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`high compression ratio, strongly turbocharged operation and substantial engine downsizing. The
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`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
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`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.
`
`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
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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
`
`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.
`
`What is claimed is:
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`CLAIMS
`
`A turbocharged or supercharged spark ignition engine system which uses port fuel injection
`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;
`
`means for port fuel injection of gasoline from the first source;
`
`means for 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 port fuel injected and ethanol that is directly injected; and
`
`a fuel management system which increases the ethanol energy fraction with increasing
`torque so that it is sufficient to prevent knock
`
`The engine system of claim 1 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 substantially stoichiometric fuel/air ratio
`
`The engine system of claims 1 or 2 wherein the ethanol is 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 number of the ethanol enhances the octane number by at least 20
`octane numbers.
`
`The engine system of claims 1 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 employing 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 power that
`is provided by ethanol
`
`The engine system of claims 1 or 2 wherein both a knock detector and the open loop control
`are used to determine the ethanol fraction required to prevent knock.
`
`1.
`
`F0
`
`l 2 3 4 5 6
`
`10
`ll
`
`12
`13
`14
`
`15
`16
`17
`18
`
`19
`20
`21
`22
`23
`
`24
`25
`26
`27
`28
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`29
`30
`31
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`32
`33
`34
`35
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`36
`37
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`\DOOQO\LJIAWN>—
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`10.
`
`11.
`
`The engine system of claimsl 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 1 or 2 wherein the ethanol is mixed with a lubricant
`
`The engine system of claims 1 or 2 wherein the ethanol is 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 when it 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 1 or 2 wherein the ethanol is separated from gasoline on board
`the vehicle
`
`The engine system of claimsl 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 ethanol is injected in such an amount so as to
`allow operation of a given engine at 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 horsepower of a given size engine
`is at least doubled by ethanol octane enhancement
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`The engine system of claims 1 or 2 wherein downsizing and higher compression ratio 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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`Page 12 of21
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`FORD Ex. 1120, page 12
`IPR2020-00013
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`FORD Ex. 1120, page 12
` IPR2020-00013
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`20.
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`The engine system of elaiml wherein the ethanol energy fraction is at least 20 % and the
`engine is operated with a substantially stoichiometric fuel/air ratio
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`21.
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`A turbocharged or supercharged spark ignition engine system which uses port fuel injection
`of gasoline from a first source in addition to direct fuel injection of liquid methanol from a
`second source comprising:
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`a spark ignition engine;
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`a turbocharger or supercharger;
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`means for port fuel injection of gasoline from the first source;
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`means for direct fuel injection of liquid methanol from the second source;
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`wherein during part of the engine operating time, the engine is powered both by gasoline
`that is port fuel injected and methanol that is directly injected; and
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`a fuel management system which increases the methanol energy fraction with increasing
`torque so that it is sufficient to prevent knock
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`l\)[‘0
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`. 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
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`. The engine system of claim 21 wherein the fuel management system includes a
`micorprocessor which uses methanol fuel level in the second source to control the
`turbobocharger or supercharger
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`. The engine system of claim 21 wherein the level of turbocharging or supercharging is
`reduced or the turbocharging or supercharging is eliminated if there is no methanol in the
`second source and where the engine can be operated without knock without the use of
`denatured methanol
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`Page 13 of21
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`FORD Ex. 1120, page 13
`IPR2020-00013
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`FORD Ex. 1120, page 13
` IPR2020-00013
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`. The engine system of claim 21 wherein the fuel management system controls methanol use
`by employing information from a knock detector
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`. The engine system of claim 21 wherein the fuel management system includes a
`microprocessor that provides open loop control of the fraction of the total engine power that
`is provided by methanol
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`27.
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`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.
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`. 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
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`. The engine system of claim 21 wherein the methanol is mixed with a lubricant
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`30.
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`The engine system of claim 21 wherein the methanol is injected so it is non uniformly
`distributed with greater amounts towards the walls of the cylinder
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`31. The engine system of claim 30 wherein the non—uniform distribution is obtained by
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`direct injection in combination with charge swirl
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`32. The engine system of claim 21 wherein the amount of methanol used for a given
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`amount of octane enhancement is reduced when it is injected so that it is non uniformly
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`distributed with greater amounts towards the walls of the cylinder
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`33 The engine system of claim 21 wherein the methanol is separated from gasoline on
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`board the vehicle
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`34. The engine system of claim 21 wherein the level of turbocharging or supercharging is
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`determined by measurement of the amount of methanol in the second source
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`Page 14 of21
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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:
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`a spark ignition engine;
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`a turbocharger or supercharger;
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`means for fueling the engine with gasoline from the first source;
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`means for direct fuel injection of liquid ethanol from the second source;
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`wherein during part of the engine operating time, the engine is powered both by gasoline
`that is direct fuel injected and ethanol that is directly injected; and
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`a fuel management system which increases the ethanol energy fraction with increasing
`torque so that it is sufficient to prevent knock.
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`36. The engine system of claim 35 wherein the ethanol is denatured and further wherein
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`during part of the operating time the instantaneous ethan