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` Old'81”!LZVOZ
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`CHOATE, HALL & STEWART
`A PARTNERSHIP INCLUDING PROFESSIONAL CORPORATIONS
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`EXCHANGE PLACE
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`19537us.PTO10/991774
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`Ell"
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`Mail Stop Patent Application
`Commissioner for Patents
`PO. Box 1450
`Alexandria, VA 22313-1450
`
`Express Mail No.: EV196632874US
`Attorney Docket No.: 0492611-0598
`Date Filed: November 18, 2004
`
`CERTIFICATE OF MAILING
`
`Diana Ruiz
`
`“Express Mail” mailing label number EV 19663 2874 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 |.10 on the dat indicated above and is addressed to: Commissioner for Patents, PO. Box
`1450, Alexandria, VA 22313—1450
`/
`
`UTILITY PATENT APPLICATION TRANSMITTAL
`
`(for new nonprovisional applications under 37 C.F.R. § l.53(b))
`
`Dear Sir:
`
`Please find enclosed a patent application and papers as follows for:
`
`Inventort s):
`
`7
`
`Given Name (first and middle)
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`Family Name or Surname
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`Residence Ci
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`and State or Forei Coun
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`DANIEL R.
`
`LESLIE
`
`JOHN B.
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`COHN
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`BROMBERG
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`HEYWOOD
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`CHESTNUT HILL, MASSACHUSETTS
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`SHARON, MASSACHUSETTS
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`NEWTON, MASSACHUSETTS
`
`Title of the Invention: FUEL MANAGEMENT SYSTEM FOR VARIABLE ETHANOL
`OCTANE ENHANCEMENT OF GASOLINE ENGINES
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`A) APPLICATION ELEMENTS:
`
`l) E] Fee Transmittal Form (original and duplicate submitted for fee processing)
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`2) E Applicant Claims Small Entity Status (see 37 C.F.R. § 1.27)
`
`a) E] Statement Verifying Small Entity Status (optional)
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`FORD Ex. 1121, page 1
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`FORD Ex. 1121, page 1
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`TOTAL PAGES: IA
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`.
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`3) E Specification
`E Cover Page
`E Descriptive Title of the Invention
`E Background of the Invention
`E Summary of the Invention
`E Brief Description of the Drawing (if filed)
`E Description of the Preferred Embodiment
`E Claim(s) (3 pgs.)
`E Abstract of the Invention (1 pg.)
`
`4) E Drawing(s) (35 U.S.C. § 113)
`a) E] Formal Drawings (if checked)
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`TOTAL SHEETS: 3
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`5) El Oath or Declaration
`3) El Newly Executed (original or copy)
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`TOTAL PAGES:
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`b) E] Copy from a prior application (37 C.F.R. § 1.63(d))—for
`continuation/divisional application
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`i) [:I Deletion of inventor(s): Signed Statement deleting inventor(s) named
`in the prior application, see 37 C.F.R. §§ l.63(d)(2) and l.33(b).
`
`c) E] Unexecuted
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`6) 1:] Application Data Sheet. See 37 CPR. § 1.76.
`
`7) [:l CD-ROM or CD-R in duplicate, large table or Computer Program
`(Appendix)
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`8) [:1 Nucleotide and/or Amino Acid Sequence Submission (if applicable, all are
`necessary)
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`a) El Computer Readable Form (CRF)
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`b) E] Specification Sequence Listing on:
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`i) E] CD-ROM or CD-R (2 copies); or
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`ii) E Paper
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`c) [:1 Statements verifying identity of above copies
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`Page 2 of 4
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`B) ACCOMPANYING APPLICATION PARTS:
`9) E] Assignment Papers (cover sheet & document(s))
`10) El 37 CPR. § 3.73(b) Statement (when there is an assignee)
`11) El Power of Attorney
`12) El English Translation Document (if applicable)
`13) El Information Disclosure Statement (IDS)/PTO-1449
`14) El Copies of IDS Citations
`15) [:l Preliminary Amendment
`16) El Return Receipt Postcard (MPEP 503) (specifically itemized)
`17) [:1 Certified Copy of Priority Document(s) (if foreign priority is claimed)
`18) El Nonpublication Request under 35 U.S.C. § 122(b)(2)(B)(i)
`19) E] OTHER: (if applicable, specified below)
`
`C) FOR CONTINUING APPLICATIONS: (the appropriate box is checked, and certain
`information is provided below and in a preliminary amendment)
`
`El continuation
`
`El divisional
`
`El continuation-impart (CIP)
`
`of prior application no.:
`filed:
`examiner:
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`group/art unit:
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`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 1:
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`This application claims the benefit under 35 U.S.C. § 120 of any United States application(s) or
`PCT international application(s) designating the United States of America listed below:
`
`Application Serial No.
`
`Filing date
`
`Status
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`atented
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`endin
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`abandoned
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`This application claims the benefit under 35 U.S.C. § 119(e) of any United States provisional
`application(s) listed below:
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`Application Serial No.
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`Filing date
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`Status
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`endin
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`ex ired abandoned
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`E) METHOD OF PAYMENT OF FILING FEES FOR THIS APPLICATION:
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`IX] Applicant claims small entity status 37 C.F.R. § 1.27.
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`[X] A check for $422.00 is enclosed to cover the filing fees.
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`E The commissioner is hereby authorized to charge filing fees or to credit any
`overpayment to deposit account number 03-1721.
`
`Basic Filing Fee (Small Entity)
`Additional Fees:
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`Total Number of Claims in excess of 20: (23 - 20) x $9
`Number of Independent Claims in excess of 3:(2 — 3) x $43
`Multiple Dependent Claims $150:
`Total Filing Fee:
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`$395.00
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`$27.00
`$0.00
`M
`$422.00
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`F) CORRESPONDENCE ADDRESS:
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`El Customer Number: 24280
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`Res
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`ctfully Sub itted,
`
`
` » Sam Pastemack
`
`Registration No. 29,576
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`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: November 18, 2004
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`3770667_1.DOC
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`JOINT
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`APPLICATION
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`FOR
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`UNITED STATES LETTERS PATENT
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`TO THE ASSISTANT CONIMIS SIONER FOR PATENTS:
`
`BE IT KNOWN, that we,
`
`Daniel R. Cohn, Chestnut Hill, Massachusetts
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`Leslie Bromberg, Sharon, Massachusetts
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`John B. Heywood, Newton, Massachusetts
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`have invented certain new and useful improvements in Fuel Management System for
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`Variable Ethanol Octane Enhancement of Gasoline Engines of which the following is a
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`specification:
`
`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`FORD Ex. 1121, page 5
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`Fuel Management System for Variable Ethanol Octane Enhancement
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`of Gasoline Engines
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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
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`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. E, J. Stokes, et 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 110 (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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`Attorney Docket No.2 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18. 2004
`Customer Number: 24280
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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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`Summagy of the Invention
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`10
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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 firel 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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`25
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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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`30
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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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`Attorney Docket No.: 0492611—0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
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`Page 3 of 14
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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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`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.
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`Fig. 2 is a graph of the drop in temperature within a cylinder as a fimction 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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`amount of ethanol in a fuel tank.
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`Description of the Preferred Embodiment
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`With reference first to Fig. 1, a spark ignition gasoline engine 10 includes a lmock 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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`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
`finm ”fin Irnnnlr Hanan
`..-.-- .-.- MW“ sensor 12 M 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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`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18. 2004
`Customer Number: 24280
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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 stoichiometn'c 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 stoichiometric mixtures wherein the
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`amount of air contains oxygen that is just sufficient to combust all of the firel).
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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 fiiel. 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 13°C 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. If
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`Attorney Docket No.2 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18. 2004
`Customer Number: 24280
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`Page 5 of 14
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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
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`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 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 fuel 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
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`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-erfi‘iancement 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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`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18. 2004
`Customer Number: 24280
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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.
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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 make it unattractive for human consumption.
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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 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
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`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 (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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`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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`Attorney Docket No.: 0492611-0598
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`Date of Filing: November 18, 2004
`Customer Number: 24280
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`large separating (centrifugal) forces. A 3m/s swirl motion in a 5cm radius cylinder generates
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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%
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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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`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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`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 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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`20
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`(and thus increase in compression ratio, 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 USO6 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 flee
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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 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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`Attorney 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
` IPR2020-00013
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`
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`Information about the operating time for the combined FTP and U506 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
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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 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
`amount by more than alfactor of two. An on—line ethanol distillation system might alternatively
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`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
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`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
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`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
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`ethanol tank 16 as an input to control the turbocharger 22 (or supercharger or spark retard, not
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`15
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`20
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`25
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`30
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`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`Page 9 of 14
`
`FORD Ex. 1121, page 13
`IPR2020-00013
`
`FORD Ex. 1121, page 13
` IPR2020-00013
`
`
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`shown). As an example, with on-demand ethanol octane enhancement, a 4-cy1inder engine can
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`produce in the range of 280 horsepower with appropriate turbocharging or supercharging but
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`could also be drivable with an engine power of 140 horsepower without the use of ethanol
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`according to the invention.
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`The impact of a small amount of ethanol upon fuel 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% 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
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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 up to five times that of gasoline on an energy basis and still 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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`15
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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 such as tertiary 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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`apparent to 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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`What is claimed is:
`
`Attorney Docket No.: 0492611-0598
`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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`1.
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`Fuel management system for efficient 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 management control system for controlling injection of the anti-knock agent into
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`the cylinder to control knock.
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`2.
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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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`3.
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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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`4.
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`The system of claim 2 wherein the stratification is obtained through direct injection and
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`charge swirl.
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`5.
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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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`6.
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`The system of claim 1 wherein the fuel management system includes a microprocessor
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`that operates in an open loop fashion on a predetermined correlation between octane
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`number enhancement and fraction of fuel provided by the anti-knock agent.
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`7.
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`The system of claim 1 wherein the gasoline engine includes a “neck sensor providing a
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`feedback signal to a fuel management microprocessor to minimize the amount of the anti-
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`lcnock 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 agent is ethanol.
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`The system of claim 8 wherein the ethanol is mixed with water.
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`Attorney Docket No.: 0492611-0598
`Express Mail No. EV196632874US
`Date of Filing: November 18, 2004
`Customer Number: 24280
`
`Page 11 of14
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`ll
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`14
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`16
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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-