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`
`FORD Ex. 1135, page 7
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`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`Nonprovisional Patent Application for
`
`OPTINIIZED FUEL NIANAGENIENT SYSTEM FOR DIRECT INJECTION
`
`ETHANOL ENHAN CEDIEN T OF GASOLINE ENGINES
`
`MIT Case No. 11381K
`
`Attorney Docket: 1 13 81.122997
`
`Sam (Bo) Pastemack
`Registration Number: 29576
`Massachusetts Institute of Technology
`One Cambridge Center
`Room NE18-501
`
`Cambridge, MA 02142
`617.258.7171
`
`FORD Ex. 1135, page 8
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`Application No.: Filed Hcrcwith
`Date:
`
`Docket No.: 1 138 1 . 122997
`
`OPTIlVIIZED FUEL lVIANAGElVIENT SYSTEM FOR DIRECT INJECTION ETHANOL
`
`ENHANCEMENT OF GASOLINE ENGINES
`
`This application is a continuation of United States Patent Application Serial No.
`
`14/807,125 filed on July 23, 2015 which is a continuation of United States Patent Application
`
`Serial No. 14/220529 filed on March 20, 2014 which is a continuation of United States Patent
`
`Application 13/546220 filed on July 11, 2012, which is a continuation of United States Patent
`
`Application Serial No. 12/701,034 filed on February 5, 2010, which is a continuation ofUnited
`
`States Patent Application Serial No. 11/758,157 filed June 5, 2007, which is a continuation of
`
`United States Patent Application Serial No. 11/ 100,026, filed April 6, 2005, now Patent No.
`
`7,225,787, which is a continuation-in-part of United States Patent Application Serial No.
`
`l0/99l ,774 filed November IS, 2004, now Patent No. 7,3l4,033, the contents ofwhich are
`
`incorporated herein by reference.
`
`Background of the Invention
`
`This invention relates to an optimized fuel management system for use with spark
`
`ignition gasoline engines in which an anti—knock agent which is a fuel is directly injected
`
`into a cylinder of the engine.
`
`There are a number of important additional approaches for optimizing direct injection
`
`ethanol enhanced knock suppression so as to maximize the increase in engine efficiency and to
`
`minimize emissions of air pollutants beyond the technology disclosed in parent application serial
`
`number 10/991,774 set out above. There are also additional approaches to protect the engine and
`
`exhaust system during high load operation by ethanol rich operation; and to minimize cost,
`
`ethanol fuel use and ethanol fuel storage requirements. This disclosure describes these
`
`approaches.
`
`These approaches are based in part on more refined calculations of the effects ofvariable
`
`ethanol octane enhancement using a new computer model that we have developed. The model
`
`10
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`15
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`20
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`25
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`30
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`Application No.: Filcd Hcrcwith
`Date:
`
`Docket No.: l 138 1 . 122997
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`determines the effect of direct injection of ethanol on the occurrence of knock for different times
`
`of injection and mixtures with port fuel injected gasoline. It determines the beneficial effect of
`
`evaporative cooling of the direct ethanol injection upon knock suppression.
`
`Summafl of the Invention
`
`In one aspect, the invention is a fuel management system for operation of a spark ignition
`
`gasoline engine including a gasoline engine and a source of an anti-knock agent which is a fuel.
`
`The use of the anti-knock agent provides gasoline savings both by facilitating increased engine
`
`effr ciency over a drive cycle and by substitution for gasoline as a fuel. An injector is provided
`
`for direct injection of the anti-knock agent into a cylinder of the engine and a fuel management
`
`control system controls injection of the anti-knock agent into the cylinder to control knock. The
`
`injection of the antiknock agent can be initiated by a signal from a knock sensor. It can also
`
`be initiated when the engine torque is above a selected value or fraction of the maximum
`
`torque where the value or fraction of the maximum torque is a function of the engine speed.
`
`In a preferred embodiment, the injector injects the anti-knock agent after inlet valve/valves
`
`are closed. It is preferred that the anti-knock agent have a heat of vaporization that is at least
`
`twice that of gasoline or a heat of vaporization per unit of combustion energy that is at least
`
`three times that of gasoline. A preferred anti-knock agent is ethanol. In a preferred
`
`embodiment of this aspect of the invention, part of the fuel is port injected and the port
`
`injected fuel is gasoline. The directly injected ethanol can be mixed with gasoline or with
`
`methanol.
`
`It is also preferred that the engine be capable of operating at a manifold pressure
`
`at least twice that pressure at which knock would occur if the engine were to be operated
`
`with naturally aspirated gasoline. A suitable maximum ethanol fraction during a drive cycle
`
`when knock suppression is desired is between 30% and l00% by energy.
`
`It is also preferred
`
`that the compression ratio be at least 10. With the higher manifold pressure, the engine can
`
`be downsized by a factor of two and the efficiency under driving conditions increased by
`
`30%.
`
`35
`
`4o
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`45
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`5O
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`55
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`60
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`Application No.: Filcd Hcrcwith
`Date:
`
`Docket No.: l 138 l . 122997
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`It is preferred that the engine is operated at a substantially stoichiometric air/fuel ratio
`
`during part or all of the time that the anti-knock agent such as ethanol is injected. In this case, a
`
`three-way catalyst can be used to reduce the exhaust emissions from the engine. The fuel
`
`management system may operate in open or closed loop modes.
`
`65
`
`In some embodiments, non-uniform ethanol injection is employed. Ethanol injection
`
`may be delayed relative to bottom dead center When non-uniform ethanol distribution is desired.
`
`Many other embodiments of the invention are set forth in detail in the remainder of this
`
`70
`
`application.
`
`Brief Description of the Drawing
`
`Fig. l is a graph of ethanol fraction (by energy) required to avoid knock as a function of inlet
`
`75
`
`manifold pressure. The ethanol fraction is shown for various values of B. the ratio of the
`
`change in temperature in the air cylinder charge due to turbocharging (and aftercooling if
`
`used) to the adiabatic temperature increase of the air due to the turbocharger.
`
`Fig. 2a is a graph of cylinder pressure as a function of crank angle for a three bar manifold
`
`80
`
`pressure.
`
`Fig. 2b is a graph of charge temperature as a function of crank angle for a three bar manifold
`
`pressure.
`
`85
`
`90
`
`Fig. 3 is a schematic diagram of an embodiment of the fuel management system disclosed
`
`herein for maintaining stoichiometric conditions with metering/control of ethanol, gasoline,
`
`and air flows into an engine.
`
`Figs. 4a and 4b are schematic illustrations relating to the separation of ethanol from
`
`ethanol/gasoline blends.
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`FORD Ex. 1135, page 11
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`Application No.: Filcd Hcrcwith
`Date:
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`Docket No.: l 138 1 . 122997
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`Fig. 5 is a cross-sectional view of a flexible fuel tank for a vehicle using ethanol boosting of
`
`a gasoline engine.
`
`95
`
`100
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`105
`
`110
`
`115
`
`120
`
`Description of the Preferred Embodiment
`
`Ethanol has a heat of vaporization that is more than twice that of gasoline, a heat of
`
`combustion per kg which is about 60% of that of gasoline, and a heat of vaporization per unit
`
`of combustion energy that is close to four times that of gasoline. Thus the evaporative
`
`cooling of the cylinder air/fuel charge can be very large with appropriate direct injection of
`
`this antiknock agent. The computer model referenced below shows that evaporative cooling
`
`can have a very beneficial effect on knock suppression. It indicates that the beneficial effect
`
`can be maximized by injection of the ethanol after the inlet valve that admits the air and
`
`gasoline into the cylinder is closed. This late injection of the ethanol enables significantly
`
`higher pressure operation without knock and thus higher efficiency engine operation than
`
`would be the case with early injection. It is thus preferred to the conventional approach of
`
`early injection which is used because it provides good mixing. The model also provides
`
`information that can be used for open loop (i.e., a control system that uses predetermined
`
`information rather than feedback) fuel management control algorithms.
`
`The increase in gasoline engine efficiency that can be obtained from direct injection
`
`of ethanol is maximized by having the capability for highest possible knock suppression
`
`enhancement. This capability allows the highest possible amount of torque when needed and
`
`thereby facilitates the largest engine downsizing for a given compression ratio.
`
`Maximum knock suppression is obtained with 100% or close to 100% use of direct
`
`injection of ethanol. A small amount of port injection of gasoline may be useful in order to
`
`obtain combustion stability by providing a more homogeneous mixture. Port fuel injection of
`
`gasoline also removes the need for a second direct fuel system or a more complicated system
`
`which uses one set of injectors for both fuels. This can be useful in minimizing costs.
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`5
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`Application No.: Filcd Hcrcwith
`Date:
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`Docket No.: l 138 1 . 122997
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`125
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`130
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`135
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`140
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`145
`
`150
`
`The maximum fraction of ethanol used during a drive cycle will depend upon the
`
`engine system design and the desired level of maximum torque at different engine speeds. A
`
`representative range for the maximum ethanol fraction by energy is between 20% and 100%.
`
`In order to obtain the highest possible octane enhancement while still maintaining
`
`combustion stability, it may be useful for 100% of the fuel to come from ethanol with a
`
`fraction being port injected, as an alternative to a small fraction of the port-fueled gasoline.
`
`The initial determination of the knock suppression by direct injection of ethanol
`
`into a
`
`gasoline engine has been refined by the development of a computer model for the onset of
`
`knock under various conditions The computer modeling provides more accurate information
`
`for use in fuel management control. It also shows the potential for larger octane
`
`enhancements than our earlier projections. Larger octane enhancements can increase the
`
`efficiency gain through greater downsizing and higher compression ratio operation. They can
`
`also reduce the amount of ethanol use for a given efficiency increase.
`
`The computer model combines physical models of the ethanol vaporization effects
`
`and the effects of piston motion of the ethanol/gasoline/air mixtures with a state of the art
`
`calculational code for combustion kinetics. The calculational code for combustion kinetics
`
`was the engine module in the CHEMKIN 4.0 code [R J. Kee, F. M. Rupley, J . A. Miller, M.
`
`E. Coltrin, J. F. Grear, E. Meeks, H. K. Moffat, A. E. Lutz, G. Dixon-Lewis, M.D. Smooke,
`
`J. Wamatz, G. H. Evans, R. S. Larson, R. E. Mitchell, L. R. Petzold, W. C.Reynolds, M.
`
`Caracotsios, W, E. Stewart, P. Glarborg, C. Wang, 0. Adigun, W. G. Houf, C. P. Chou, S. F.
`
`Miller, P. Ho, and D. J. Young, CHEMKIN Release 4.0, Reaction Design, Inc, San Diego,
`
`CA (2004)]. The CHEMKIN code is a software tool for solving complex chemical kinetics
`
`problems. This new model uses chemical rates information based upon the Primary
`
`Reference gasoline Fuel (PRF) mechanism from Curran er a]. [Curran, H. I, Gaffuri, P.,
`
`Pitz, W. J ., and Westbrook, C. K. ”A Comprehensive Modeling Study of iso—Octane
`
`Oxidation," Combustion and Flame 129:253-280 (2002) to represent onset of autoignition.
`
`6
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`Application No.: Filcd Hcrcwith
`Date:
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`Docket No.: l 138 1 . 122997
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`The compression on the fuel/air mixture end—gas was modeled using the artifact of an
`
`engine compression ratio of 21 to represent the conditions of the end gas in an engine with an
`
`actual compression ratio oflO. The end gas is defined as the un-combusted air/fuel mixture
`
`remaining after 75% (by mass) of the fuel has combusted.
`
`It is the end gas that is most
`
`prone to autoignition (knock). The larger compression ratio includes the effect of the increase
`
`in pressure in the cylinder due to the energy released in the combustion of 75% of the fuel
`
`that is not in the end gas region The effect of direct ethanol vaporization on temperature
`
`was modeled by consideration of the effects of the latent heat of vaporization on temperature
`
`depending upon the time of the injection.
`
`The effect of temperature increase due to turbocharging was also included. The
`
`increase in temperature with turbocharging was calculated using an adiabatic compression
`
`model of air. It is assumed that thermal transfer in the piping or in an intercooler results in a
`
`smaller temperature increase. The effect is modeled by assuming that the increase in
`
`temperature of the air charge into the cylinder A T charge is A T charge = [3 A Tull-b0 where
`
`ATmrb0 is the temperature increase after the compressor due to boosting and beta is a
`
`constant. Values of B of 0.3, 0.4 and 0.6 have been used in the modeling. It is assumed that
`
`the temperature of the charge would be 380 K for a naturally aspirated engine with port fuel
`
`injection gasoline.
`
`Fig. I shows the predictions of the above-referenced computer model for the
`
`minimum ethanol fraction required to prevent knock as a function of the pressure in the inlet
`
`manifold, for various values of B. In Fig.
`
`l
`
`it is assumed that the direct injection of the ethanol
`
`is late (i.e. after the inlet valve that admits air and gasoline to the cylinder is closed) and a 87
`
`octane PRF (Primary Reference Fuel) to represent regular gasoline. The corresponding
`
`calculations for the manifold temperature are shown in Table l for the case of a pressure in
`
`the inlet manifold of up to 3 bar for an engine with a conventional compression ratio of l0.
`
`The temperature of the charge varies with the amount of ethanol directly injected and is self-
`
`155
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`160
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`165
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`170
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`175
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`180
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`Application No.: Filcd Hcrcwith
`Date:
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`Docket No.: l 138 1 . 122997
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`consistently calculated in Table l and Fig. [The engine speed used in these calculations is
`
`1000 rpm.
`
`185
`
`Table 1
`
`Computer model calculations of temperature and ethanol fraction required for
`
`knock prevention for an inlet manifold pressure of 3 bar for an engine with a
`
`compression ratio of 10, for vanous values of B (ratio of change of the cylinder air
`
`charge temperature due to turbocharging to the adiabatic temperature increase due to
`
`190
`
`turbocharging A T Charge : B AT turbo). The engine speed is lOOO rpm.
`
`B
`
`Ticharge init
`Delta T turbo
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`195
`
`Delta T after intercooler
`
`Delta T due to D1 ethanol and gasoline
`
`T_init equivalent charge
`Gasoline octane
`
`Ethanol fraction (by energy) needed
`
`K
`K
`
`K
`
`K
`
`K
`
`0.3
`
`3 80
`180
`
`54
`
`-103
`
`3 3 l
`87
`
`0.4
`
`3 8 0
`180
`
`72
`
`-1 l l
`
`341
`87
`
`0.6
`
`3 80
`180
`
`108
`
`-l 32
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`35 6
`87
`
`200
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`to prevent knock
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`74%
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`82%
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`97%
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`Direct fuel injection is normally performed early, before the inlet valve is closed
`
`in order to obtain good mixing of the fuel and air. However, our computer calculations
`
`205
`
`indicate a substantial benefit from injection after the inlet valve is closed.
`
`The amount of air is constant in the case of injection after the inlet valve has
`
`closed. Therefore the temperature change is calculated using the heat capacity of air at
`
`constant volume (cv). The case of early injection Where the valve that admits air and fuel
`
`210
`
`to the cylinder is still open is modeled with a constant—pressure heat capacity (cp). The
`
`constant volume case results in a larger evaporation induced decrease in charge
`
`temperature than in the case for constant pressure, by approximately 3 %. The better
`
`evaporative cooling can allow operation at higher manifold pressure (corresponding to a
`
`8
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`Application No.: Filed Hcrcwith
`Date:
`
`Docket No.: l 138 1 . 122997
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`215
`
`220
`
`225
`
`230
`
`235
`
`240
`
`greater octane enhancement) without knock that would be the case of early injection by a
`
`difference of more than 1 bar. The increase in the evaporative cooling effect at constant
`
`volume relative to that at constant pressure is substantially higher for the case of direct
`
`injection of fuels such as ethanol and methanol than is the case for direct injection of
`
`gasoline.
`
`Typical results from the calculations are shown in Fig. 2. The figure shows the
`
`pressure (a) and the temperature (b) of the cylinder charge as a function of crank angle,
`
`for a manifold pressure of 3 bar and a value of [5: 0.4 Two values of the ethanol fraction
`
`are chosen, one that results in autoignition, and produces engine knock (0.82 ethanol
`
`fraction by fuel energy), and the other one without autoignition, i.e., no knock (0.83
`
`ethanol fraction). Autoignition is a threshold phenomenon, and in this case occurs
`
`between ethanol fractions of 0.82 and 0.83. For an ethanol energy fraction of 0.83, the
`
`pressure and temperature rise at 3600 (top dead center) is due largely to the compression
`
`of the air fuel mixture by the piston. When the ethanol energy fraction is reduced to 0.82,
`
`the temperature and pressure spikes as a result of autoignition. Although the autoignition