(12) United States Patent
`Lewis et al.
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 7,694,666 B2
`*Apr. 13, 2010
`
`USOO7694666B2
`
`(54) SYSTEMAND METHOD FORTIP-INKNOCK
`COMPENSATION
`
`(56)
`
`(75) Inventors: Donald Lewis, Vancouver, WA (US);
`John D. Russell, Portland, OR (US)
`
`(73) Assignee: Ford Global Technologies, LLC,
`Dearborn, MI (US)
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`
`(*) Notice:
`
`This patent is Subject to a terminal dis-
`claimer.
`
`EP
`
`References Cited
`U.S. PATENT DOCUMENTS
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`(Continued)
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`(Continued)
`OTHER PUBLICATIONS
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`21) Appl. No.: 12/176,832
`(21) Appl. No
`9
`(22) Filed:
`Jul. 21, 2008
`
`(65)
`
`Prior Publication Data
`US 2008/0283O23 A1
`Nov. 20, 2008
`
`Related U.S. Application Data
`(63) Continuation of application No. 1 1/291,289, filed on
`Nov.30, 2005, now Pat. No. 7,406,947.
`(51) Int. Cl.
`(2006.01)
`F02M 5L/00
`(2006.01)
`FO2B 43/00
`(2006.01)
`FO2D 41/30
`(2006.01)
`FO2P 5/152
`(52) U.S. Cl. ....................... 123/519; 123/1 A:123/575:
`123/299; 123/300
`(58) Field of Classification Search ................. 123/519,
`123/575,300,304, 1A, 295, 299, 305, 478:
`60/274, 276,285, 286,303
`See application file for complete search history.
`
`
`
`U.S. Appl. No. 60/780,319, filed Mar. 8, 2006, Bromberg et al.
`(Continued)
`Primary Examiner Hieu TVo
`(74) Attorney, Agent, or Firm Allan J. Lippa; Alleman Hall
`McCoy Russell & Tuttle LLP
`(57)
`ABSTRACT
`
`A system for an engine of a vehicle traveling on the road, the
`system comprising a cylinder of the engine; an emission
`control device coupled in an exhaust downstream of the cyl
`inder; a first injector configured to directly inject into the
`cylinder and coupled in a cylinder of the engine; a second
`injector configured to inject into a port of the cylinder and
`coupled to a port of the cylinder; and a controller for, in
`response to a driver pedal tip-in condition, increasing an
`amount of injection from the first injector.
`
`12 Claims, 31 Drawing Sheets
`
`ZZZZZZZZZZZZZZZZZzza
`
`DRIVER
`
`t MAP
`dfpw
`
`A.
`
`FORD Ex. 1141, page 1
` IPR2020-00013
`
`

`

`U.S. PATENT DOCUMENTS
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`FORD Ex. 1141, page 2
` IPR2020-00013
`
`

`

`US 7,694,666 B2
`Page 3
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`* cited by examiner
`
`FORD Ex. 1141, page 3
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 1 of 31
`
`US 7.694,666 B2
`
`O
`
`Fig. 1
`
`1
`
`17
`
`10
`
`21
`
`is 21
`z
`
`23
`
`424
`
`D
`
`466a
`
`446a
`
`466b
`
`1446b
`
`
`
`w
`
`x546
`
`FORD Ex. 1141, page 4
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 2 of 31
`
`US 7.694,666 B2
`
`
`
`O
`A
`
`O
`
`A A
`
`
`
`
`
`
`
`É
`
`
`
`
`
`SN N
`N RNNNNNNNNNNNNNNNNNNY
`
`
`
`e
`
`FORD Ex. 1141, page 5
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 3 of 31
`
`US 7.694,666 B2
`
`
`
`2
`
`2S
`2
`746%
`S.2. Lee
`EE
`Hy- E=
`22. W36%z
`C ) OH- YZ2
`
`NO
`
`.
`
`2.
`
`N a
`
`2S C
`
`2%NZZ
`2Gazzxz2ZZz
`HERD2
`C
`2.2%z ZZYZZYYYYZ
`-Z1.
`S421.2%
`
`FORD Ex. 1141, page 6
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 4 of 31
`
`US 7.694,666 B2
`
`TO
`ENGINE
`
`
`
`
`
`TO
`ENGINE
`
`TO
`ENGINE
`
`ATMOSPHERE
`
`FORD Ex. 1141, page 7
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 5 of 31
`
`US 7.694,666 B2
`
`Fig. 11
`
`
`
`YES
`
`
`
`
`
`NJECTION
`OFFUELTYPE TWO
`ENABLED
`
`
`
`
`
`
`
`NJECTION
`OF FUELTYPE ONE
`ENABLED
`
`NJECTION
`OF FUELTYPE ONE
`ENABLED
`
`
`
`
`
`
`
`1116
`ADJUST FUEL
`TYPE TWO BASED
`ON AIR-FUEL
`SENSOR
`FEEDBACK
`(SEE FIG...)
`
`
`
`
`
`
`
`
`
`
`
`SELECT FUELTYPE(S)
`FOR ADJUSTMENT
`(SEE FIG, 12)
`
`ADJUST BOTH
`FUELTYPE ONE
`AND TWO BASED
`ON AIR-FUEL
`SENSOR
`FEEDBACK
`
`ADJUST FUEL
`TYPE ONE
`BASED ON
`AIR-FUE
`SENSOR
`FEEDBACK
`
`Fig. 18
`
`
`
`1810
`
`COMPARE FINALTYPE ONE AND TYPE TWO
`AMOUNTS TO INITIALAMOUNTS (SEE FIG 16)
`
`
`
`
`
`
`
`
`
`1812
`DIFFERENCETOO
`GREAT FORCURRENT
`CONDITION (i.e. OPEN LOOP ESTIMATE
`OF POTENTIAL
`KNOCK)
`
`
`
`
`
`
`
`ADJUST OPERATING PARENTER (ACTUATOR)
`TO REDUCE LIKELIHOOD OF KNOCK
`
`FORD Ex. 1141, page 8
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 6 of 31
`
`US 7.694,666 B2
`
`Fig. 12
`
`CSTARD
`
`READEXHAUSTAIR-FUEL SENSOR(S)
`
`1212
`CALCULATEAMOUNT AND DIRECTION OF CORRECTION(S)
`
`1210
`
`YES
`
`
`
`
`
`HIGH
`FREQUENCY ADJUSTMENT
`REOURED
`
`SELECT TYPE
`TWO FUEL
`ADJUSTMENT
`
`NO
`
`
`
`1218
`
`SPW OF
`TYPE ONE NEAR MIN PW
`OR MAXPW
`?
`
`1222
`SELECT
`TYPE ONE
`FUELAD
`JUSTMENT
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`SELECT
`BOTH TYPE
`ONE AND
`TWOFUEL
`ADJUSTMENT
`
`
`
`SPW OF
`TYPE TWO NEARMN PW
`OR MAX PW
`?
`
`CONDITIONS
`SELECT
`PRESENT WHERE BOTNOTENE
`TYPES TO BE
`ADJUSTMENT
`ADJUSTED
`
`
`
`
`
`FORD Ex. 1141, page 9
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 7 of 31
`
`US 7.694,666 B2
`
`Fig. 13
`
`
`
`
`
`ENABLE FUELTYPE ONE NJECTION
`
`CATALYST
`TEMP D T2
`?
`
`
`
`ENABLE FUEL
`TYPE TWO
`NJECTION
`
`
`
`
`
`RESET TIME SINCE START COUNTER
`AND NUMBER OF EVENTS COUNTER
`
`TO Fig. 14B
`
`FORD Ex. 1141, page 10
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 8 of 31
`
`US 7.694,666 B2
`
`Fig. 14B
`
`FROM Fig. 14A
`
`1414
`
`CALCULATE FIRST TYPE TWO FUEL MULTIPLERS
`BASED ON ENGINE TEMP (SEE FIG 15, TOP GRAPH)
`1416
`CALCULATE SECOND TYPE TWO FUEL MULTIPLIERS
`BASED ON AIR TEMPERATURE (SEE FIG 15, MIDDLE GRAPH)
`1418
`CALCULATE THIRD TYPE TWO FUEL MULTIPLIERS BASED
`ON TIME SINCE STARTAND/ORANUMBER OF
`COMBUSTIONEVENTS (SEE FIG 15, BOTTOM GRAPH)
`1420
`CALCULATE OVERALLTYPE TWO FUEL MULTIPLER
`
`
`
`Fig. 15
`b U
`=5 s
`so d
`L
`Ll
`LU
`
`g s
`- or s
`sos
`Ll
`Ll
`
`
`
`e
`< -
`o
`d
`H
`
`WARMED
`UP
`
`1.0
`
`WARMED
`UP
`
`ECT OR EOT
`
`AAT ORACT
`
`TIME SINCE
`ENGINE START
`
`FORD Ex. 1141, page 11
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 9 of 31
`
`US 7.694,666 B2
`
`Fig. 16
`
`CSTARD
`
`1610
`READ ENGINE OPERATING CONDITIONS (E.G. RPM, LOAD)
`1612
`
`SELECT INITIALTYPE TWO AND TYPE ONE
`RELATIVE AMOUNTS (e.g. RATIO, PERCENT, ETC.)
`1614
`ADJUST INITIAL AMOUNT BASED ON MULTIPLERS
`
`
`
`
`
`
`
`
`
`NO
`
`
`
`1616
`
`TYPE TWO
`FUELEMPTY ORTYPE
`TWO DSABLED
`1.
`
`1618
`YES
`SET ADJUSTED INITIAL RELATIVE AMOUNT TO ZERO
`
`NO
`
`1620
`
`TYPE ONE
`FUEL EMPTY ORTYPE
`ONE DISABLED
`2
`
`ES
`Y
`SETADJUSTED INITIAL RELATIVE AMOUNT
`TO MAXIMUM (e.g. 100 PERCENT)
`
`1622
`
`1624
`OUTPUTADJUSTED RELATIVE AMOUNT OF FUELTYPES
`
`TO Fig. 17A
`
`
`
`Fig. 17A
`
`DETERMINEDESRED ENGINE TOROUE
`
`1710
`
`TO Fig. 17B
`
`FORD Ex. 1141, page 12
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 10 of 31
`
`US 7.694,666 B2
`
`Fig. 17B
`
`FROM Fig. 17B
`
`DETERMINE DESIRED AR/FUELRATIO
`
`READ RELATIVE FUELTYPEAMOUNTS (SEE FIG 16) 111 777 111 864
`
`DETERMINE FEED FORWARD AMOUNTS OF TYPE ONE
`AND TYPE TWO FUELS BASED ON RELATIVE AMOUNTS,
`DESIRED TORQUE, DESIREDAVF, AND OTHER CONDITIONS
`7 2 O
`
`ADD FEEDBACKADJUSTMENTS, IF PRESENT
`ADD FEEDBACKADJUSTMENTS, IF PRESENT
`
`
`
`
`
`
`
`1722
`TYPE TWO
`PW-MINPW 2
`
`
`
`
`
`1724
`INCREASE TYPE TWO
`AMOUNT AND DECREASE
`TYPE ONEAMOUNT BY
`CORRESPONDING AMOUNT
`
`
`
`1726
`TYPE ONE
`PW-MINPW 1
`
`YES
`
`
`
`
`
`
`
`
`
`1728
`DECREASE TYPE ONE
`AMOUNT TO ZERO AND
`NCREASE TYPE TWO
`AMOUNT BY CORRE
`SPONDING AMOUNT
`
`
`
`DETERMINEARAMOUNT BASED ON
`STOICHOMETRIC A/F RATIO
`OF MIXTURE OF TYPES ONE AND TWO
`
`1730
`
`TO Fig. 17A
`
`FORD Ex. 1141, page 13
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 11 of 31
`
`US 7.694,666 B2
`
`TYPE ONE
`FUEL EMPTY
`p
`
`
`
`CONDITIONS
`ACCEPTABLE FOR
`ATTEMPTING TYPE TWO
`FUEL STARTING
`-CRANK-1920
`YES. WITH TYPE -
`"...ONE AND TYPE -("r
`'TWOFUEL-
`1918
`-
`?
`-
`CRANK WITH
`'
`'-
`TYPE TWO
`FUEL ONLY
`
`
`
`CRANK WITH
`TYPE ONE
`FUEL ONLY
`
`
`
`
`
`MASS PER
`PULSE
`
`
`
`2110
`
`FORD Ex. 1141, page 14
` IPR2020-00013
`
`

`

`US. Patent
`
`Apr. 13, 2010
`
`Sheet 12 0f 31
`
`US 7,694,666 B2
`
`
`
`
`
`
`
`
`
`HZDOE<20....0mfiz.mmOHUMwZ.._.OZ20....0m...Z.
`
`
`
`
`
`mmOHOMfiZ...m........2.40
`
`
`88m._m<w_oSoipéoflmzfiwxémm
`
`
`>I<DZOOMWFWDfiD<>K<D200mm>E<DZOUMWn:._.Zm=>_IU_N_Zw.
`
`
`
`0SN
`
`m2..>.m.m.rm.n.
`
`N..O>w.m.mm.w.
`
`w..m>m..
`
`NFON
`
`>m<s..m.n.
`
`m..0>mmwm.m
`
`>...n..>.m.
`
`
`
`>m<.>..mn.m...m<w.o
`
`m..0>m.m.wmm.
`
`m>...n..>.w
`
`>m<ozOUmm02
`
`m..0>w.m.wm.m.
`
`>m<.>.En.
`
`>>O..
`
`>m<DZOOmm
`
`
`
` w>>O..m..O>mmwmm
`
`>m<_>=mmmonommzo_._.om_...z_:0552.9.
`
`
`$888ON.mE
`
`
`mm:zO.._.om=,z_>..m_mmon.02$._.z:oz<
`
`
`mm<mmoz_oz<mstomE..oz__2_...xm<mw
`
`
`>m<0200mw.mmswmwmm500mm_._oz<
`zo_hom_..z_mo“.m._.<wzmn._20.ooh
`
`
`zo_._.om=.z_z_moz<zo
`
`.
`
`
`
`m.........Om=.....62.2....
`
`
`
`
`
`v.N.<n.m>..m.ww0n.02$m.0mm:
`
`
`
`20:0sz.
`
`
`
`
`
`m...<wzmm.200O...Ammzmwwmn.thOm
`
`
`
`ZO_.rOm=.z.>m<DZOOmw“.0v.05m0“.
`
`
`
`mo;mezmmzoomembmamon.02$5:05220:82
`
`
`
`
`
`
`>m<$=mm“—010(1—.WI_OZ<NAtOIT—F.CZ__>=._.>0m...<m...m
`FmOOm.m...oz<Oz
`
`
`
`
`
`O._.Ammewwm—n.ZO_F0mn.Z_>N..<_>=N.n_HmDfiO/xZO....<O_H=DO§
`
`FORD Ex. 1141, page 15
`IPR2020-00013
`
`FORD Ex. 1141, page 15
` IPR2020-00013
`
`
`
`
`
`
`
`
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 13 of 31
`
`US 7.694,666 B2
`
`Fig. 22
`
`
`
`KNOCKTENDENCY (HIGHER TORQUE,
`LOWERRPM, HIGHER TEMP)
`
`Fic. 2
`g. 25
`
`(STARD
`
`2310
`DETERMINE DESIRED ETHANOLFRACTION (EF) FROM FIG 16
`
`2312
`DETERMINE DESIRED OVERALL RELATIVE AIR-FUEL RATIO
`
`DETERMINE OVERALL STOICHOMETRICAR-FUELRATIO
`
`2316
`CALCULATE DESIRED FUEL MASS FLOW FOR BOTH FUELS
`
`2314
`
`CALCULATE FUELINJECTION PULSE WIDTHS see
`
`2318
`
`FORD Ex. 1141, page 16
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 14 of 31
`
`US 7.694,666 B2
`
`
`
`STARTAND/OR
`REFUELING EVENT IN
`TANKTWO
`
`NO
`
`Fig. 24
`
`
`
`
`
`
`
`AMOUNTI
`RATIO OF TYPE TWO
`NJECTION SUFFICIENT FOR LEARNING
`WATER FRACTION
`
`
`
`
`
`
`
`
`
`
`
`
`
`INCREASE
`TYPE 2
`NJECTION
`
`CALCULATEESTIMATE
`OFWF BASED
`ON INFORMATION
`
`FORD Ex. 1141, page 17
` IPR2020-00013
`
`

`

`U.S. Patent
`Fig. 25
`
`Apr. 13, 2010
`Sheet 15 of 31
`(STARD
`
`US 7.694,666 B2
`
`251O
`READ ENGINE AND VEHICLE OPERATING CONDITIONS
`
`READESTIMATED WATER FRACTION
`NETHANOL WATER MIXTURE
`
`DETERMINE DESIRED CHARGE COOLING
`NEEDED FORCURRENT CONDITIONS
`
`2512
`
`2514
`
`2516
`DETERMINE DESIRED OUANTITY OF TYPE TWO INJECTION
`BASED ON COOLING NEEDS AND WATER FRACTION
`
`DETERMINE HOW MUCHETHANOLIS
`PROVIDED BY VALUE OF 2516
`
`DETERMINE DESIREDAMOUNT OF TYPE ONE
`NJECTION BASED ON AMOUNT OF
`ETHANOL PROVIDED IN 2518
`
`DETERMINE INUECTION TIMING FORTYPE TWO
`NJECTION BASED ON WATER FRACTION
`
`CHECK PW LIMITS
`
`2518
`
`2520
`
`2522
`
`2524
`
`Fig. 26
`
`AMOUNT OF
`NJECTION FOR
`A GIVEN CHARGE
`COOLING AMOUNT
`
`
`
`O
`PURE FUEL
`
`WF
`
`1
`(PURE WATER)
`
`FORD Ex. 1141, page 18
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 16 of 31
`
`US 7.694,666 B2
`
`Fig. 27
`
`INCREASEDAMOUNT
`OF CHARGE COOLING,
`OR KNOCK REDUCTION
`
`
`
`
`
`AMOUNT OF
`NJECTION
`
`Fig. 28
`
`WF
`
`INCREASE (OR START)
`TYPE TWO FUEL
`ADDITION AND CORR
`ESPONDINGLY DE
`CREASE TYPE ONE
`FUEL ADDITION
`
`
`
`
`
`
`
`
`
`RETARD SPARK
`IF NECESSARY
`
`TAKE ADDITIONAL
`ACTION IF
`NECESSARY
`
`FORD Ex. 1141, page 19
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 17 of 31
`
`US 7.694,666 B2
`
`(OCIL HO LGW (6:0)
`
`
`Ld XldS BONEHE-JE?] T T T
`
`CITOHSERIH L – –
`
`NOI_1\/OICINI
`
`XOONXI HO
`
`LNTOW\/
`
`
`
`EINO EldÅ L
`
`IV)EWNIL18\
`
`LNTOW\/
`
`OM L EldÅ L
`
`FORD Ex. 1141, page 20
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 18 of 31
`
`US 7.694,666 B2
`
`Fic. 3OA
`g. 50
`
`(STARD
`
`DETERMINE ENGINE OPERATING CONDITIONS
`
`3010
`
`3012
`
`ENGINE
`ROTATING
`
`
`
`
`
`3014
`
`CYLNDER
`EVENT DETECTED
`p
`YES
`3016
`YES-SYNCHRONIZED
`
`
`
`
`
`
`
`INCREMENT
`FUELED
`CYLINDEREVENT
`COUNTER
`
`
`
`3020 NNO
`SYNCHRONIZE
`AIR/FUEL
`3022
`RETRIEVE ENGINE
`ARAMOUNT
`
`3023
`SELECT FUELTYPE BASED ONCYLINDEREVENT COUNT
`3024
`
`LOOK-UP FUELLAMBDA BASED ON
`FUELED CYLINDEREVENT NUMBER
`
`CALCULATEFUEL MASS
`
`CALCULATEFUEL PW
`
`DELIVERFUEL
`
`TO Fig. 3OB
`
`3026
`
`3028
`
`3030
`
`FORD Ex. 1141, page 21
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 19 Of 31
`
`US 7.694,666 B2
`
`Fig. 3OB
`
`
`
`FROM Fig. 3OA
`
`ADJUST SPARK BASED ONFUELED CYLNDER
`EVENT NUMBERAND CYLINDER BURNRATE
`
`3032
`
`3034
`CLOSED LOOP
`FUEL RECUREMENTS
`MET
`2
`No
`
`
`
`
`
`YES
`
`TRANSiTION
`TO CLOSED
`LOOPFUEL
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`3110
`FUEL
`VAPOR PURGING
`RECQUESTED
`
`Fig. 31
`
`
`
`
`
`
`
`LEARNFUELINJECTORAND AIRMETERAGING
`
`FORD Ex. 1141, page 22
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 20 of 31
`
`US 7.694,666 B2
`
`Fig. 32
`
`CSTARD
`
`
`
`
`
`
`
`3210
`FUEL
`WAPOR PURGING
`RECQUESTED
`
`NO
`
`SELECT NUMBER OF ACTIVE PURGE VALVES
`
`YES
`
`3212
`
`
`
`
`
`
`
`YES
`
`single-C'
`
`PURGE WALVE
`OPERATION
`p
`
`NO
`
`
`
`SELECT WHICH VALVE
`SHOULD BEACTIVE
`
`
`
`ADJUST SELECTED PURGE
`VALVE TO PROVIDE
`DESIRED FLOW
`
`3220
`ADJUST FIRST VALVE TO
`PROVIDE DESIRED FLOW
`FROM FIRST VALVE
`
`3222
`ADJUST SECOND VALVE
`TO PROVIDE DESIRED
`FLOW FROM FIRST VALVE
`
`ADJUST FUEL NJECTOR OF ONE OR
`MORE INJECTORS PERCYLINDER
`
`3224
`
`3226
`LEARN VAROR CONCENTRATIONS AND COMPOSITIONS
`
`3228
`LEARNFUELINJECTORAND AIRMETERAGING
`
`CENDD
`
`FORD Ex. 1141, page 23
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 21 of 31
`
`US 7.694,666 B2
`
`Fig. 33
`
`CSTARD
`
`YES
`
`3310
`
`FUEL VAPOR
`PURGE COMPENSATION
`ENABLED
`p
`
`NO
`
`
`
`
`
`
`
`
`
`
`
`
`
`COMPENSATION
`FORTYPE ONE
`FUELIN PURGE
`FLOW
`p
`
`
`
`
`
`
`
`
`
`
`
`TYPE
`ONE NJECTOR
`ENABLED
`?
`
`ADJUST TYPE ONE
`NJECTOR BASED
`ON FEEDBACKFROM
`SENSORAND FEED
`FORWARDESTIMATE
`OF TYPE ONE FUEL
`INPURGE FLOW
`
`
`
`
`
`
`
`
`
`
`
`ADJUST TYPE TWO
`NJECTOR BASED
`ONFEEDBACK FROM
`SENSORAND FEED
`FORWARDESTIMATE
`OF TYPE TWO FUEL
`INPURGE FLOW
`
`
`
`
`
`COMPENSATION
`FORTYPE TWO
`FUELIN PURGE
`FLOW
`p
`
`TYPE
`TWONJECTOR
`NENABLED
`
`
`
`ADJUST TYPE TWO
`NJECTOR BASED
`ON FEEDBACK FROM
`SENSORAND FEED
`FORWARD ESTIMATE
`OF TYPE ONE FUEL
`INPURGE
`
`
`
`ADJUST TYPE ONE
`NJECTOR BASED
`ON FEEDBACK FROM
`SENSORAND FEED
`FORWARDESTIMATE
`OF TYPETWOFUEL
`INPURGE FLOW
`
`FORD Ex. 1141, page 24
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 22 of 31
`
`US 7.694,666 B2
`
`Fig. 34A
`
`3414
`YES
`UPDATE COEFFICIENTS FOR
`FueBrr = b1 b2"PriFull
`b3"PritFum2 + ba RPM
`
`
`
`NO
`
`
`
`
`
`3416
`SECONDARY
`NJECTION HAS BEEN
`ACTIVE
`
`
`
`3418
`YES
`UPDATE COEFFICIENTS FOR
`Seclinj= c1+c2"PriFul
`+C3"PriFu2+ ca"RPM
`
`3420
`DETERMINE CORRELATED
`SEC. FUEL. COrSeCFF C1 +
`C2PriFul + C3"PriFum2 + C4RPM
`3422
`DETERMINE SECONDARY
`FUEL FLOW RESIDUALS
`Secresid F Seclini - COrSecPl
`3424
`DETERMINE CORRELATED FUEL
`ERROR COrFuel E b1
`+ b2"PriFu + b3PriFum2 + ba"RPM
`
`(A)
`
`CB)
`
`(C)
`
`FORD Ex. 1141, page 25
` IPR2020-00013
`
`

`

`U.S. Patent
`Fig. 34B
`(A)
`
`Apr. 13, 2010
`
`Sheet 23 of 31
`
`US 7.694,666 B2
`
`C
`
`CB)
`
`3426
`DETERMINE FUEL RESIDUALS
`FureSid E. Fuerr - COrFuel
`3428
`UPDATE COEFFICIENTS FOR
`FuResid F d"SecFIResid
`
`3430
`COMBINE COEFFICIENTS:
`e(1:4) = b(1:4)-
`
`34.32
`
`CANISTER
`PURGE IS ACTIVE AND
`MODULATED
`
`NO
`
`
`
`
`
`
`
`
`
`3434
`YES
`DETERMINE FUEL CORRECTION WITHOUTPURGE:
`FulNoP = e1+ e2"PriFul+ e3"PriFula2+ e4"RPM + e5"Seclinj
`34.36
`DETERMINE FUEL RESIDUALS
`FuResidP = Fuel Err - FUNOP
`
`3438
`UPDATE COEFFICIENTS FOR CORRELATED PURGE
`VOLUME. PrgVol= f1 + f2"PriFul+ f3"PriFula2+ f4"RPM
`3440
`
`DETERMINE CORRELATED PURGE VOLUME.
`CorpgVol = f1 + f2"PriFul+ f3"PriFulw2+ f4"RPM
`
`DETERMINE PURGE VOLUMERESIDUALS
`PVResid = PrgVol - CorpgWol
`
`
`
`
`
`3444
`SECONDARY INJECTION
`HAS BEENACTIVE
`
`NO
`
`3442
`
`YES
`
`FORD Ex. 1141, page 26
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 24 of 31
`
`US 7.694,666 B2
`
`Fig. 34C
`
`CD
`
`CE)
`
`GE)
`3446
`UPDATE COEFFICIENTS FOR PURGE VOLUME
`RESIDUALS CORRELATED TO SECONDARY
`INJECTION. PVResid=g"SecPwResid
`3448
`
`
`
`
`
`COMBINE COEFFICIENTS:
`(h(1:5)) = f(1:4) - (f(1:4)"g) (h(5)) = g
`
`3450
`DETERMINE FINAL CORRELATED PURGE VOLUME,
`CorpgVoI2 =h1+ h2"PriFul+h3"Priful2 + ha"RPM + h5"Seclini
`3452
`
`DETERMINE FINAL RESIDUAL PURGE VOLUME
`PVResid2 = PrgVol - CorpgVoI2
`
`3454
`UPDATE COEFFICIENTS FORFUEL RESIDUALS ASA
`FUNCTION OF PURGE FuResidP =PVResid2
`
`3456
`COMBINE COEFFICIENTS FOR FINAL FUEL CORRECTION
`CALCULATION: A(1:5)) = e(1:5) - (h(1:5)"i) (A(6)) = i
`3458
`DETERMINE FUEL CORRECTION CORRECTION = A1 +
`A2"PortFul+A3"PortFula2+ A4"RPM+A5"Seclinj+ A6"PrgVol
`CEND
`
`
`
`
`
`SLOPE2 = AHSL
`
`BP- - - - - - - - -
`
`
`
`SLOPE 1 E ALOSL
`
`pw-BP
`
`pW(msec)
`
`OFFSET1
`
`FORD Ex. 1141, page 27
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 25 Of 31
`
`US 7.694,666 B2
`
`
`
`
`
`
`
`
`
`FROM CONTROLLER
`
`FROM CONTROLLER
`
`FORD Ex. 1141, page 28
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 26 of 31
`
`US 7.694,666 B2
`
`Fig. 39
`
`(STARD
`
`
`
`
`
`RECQUEST TO
`TURN ON TYPE TWO
`INJECTOR
`
`NO
`
`TURN ON TYPE TWO INJECTOR TO
`GREATER THAN MINPW (e.g. A1)
`
`REDUCETYPE ONE INJECTOR BY A2
`TOMAINTAIN STOICHOMETRY
`
`7-3912
`
`3914
`
`
`
`3916
`ADJUST TYPE ONE NJECTOR BASED ON FEEDBACK
`FROM OXYGEN SENSORS IF NEEDED
`
`TOROUE
`COMPENSATION
`RECQUIRED
`
`USE SPARK
`ADJUSTMENTS
`AND AIRFLOW
`ADJUSTMENTS
`IF NECESSARY
`
`
`
`
`
`
`
`ENABLE GRADUAL RAMPING OF SPARK TO NEW
`BEST TIMING AND REDUCE AIRFLOWAND TYPE TWO
`NJECTOR TOMAINTAIN TOROUE AND AIR-FUELRATIO
`
`
`
`
`
`
`
`
`
`
`
`FORD Ex. 1141, page 29
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 27 Of 31
`
`US 7.694,666 B2
`
`s
`4.
`d
`
`3
`f
`
`C
`H
`
`U23
`56.
`
`N1 n
`CfO
`
`FORD Ex. 1141, page 30
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 28 of 31
`
`US 7.694,666 B2
`
`Fig. 41
`
`(STARD
`
`READ OPERATING CONDITIONS
`
`Read operate conditions f" 111 111 4.2O
`
`
`
`SEES or " REAEPERENEWO "
`
`READ DESERED TYPE ONE AND TWO
`FUEL NJECTION AMOUNTS
`
`SELECT NJECTION TEMINGS FOR
`TYPE ONE AND TWO FUELS
`
`FORD Ex. 1141, page 31
` IPR2020-00013
`
`

`

`U.S. Patent
`
`US 7.694,666 B2
`
`?), ?
`
`
`
`| |
`
`odgOC]
`
`
`
`
`
`OG? OGIL
`
`?, ? ~G
`
`FORD Ex. 1141, page 32
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 30 of 31
`
`US 7.694,666 B2
`
`
`
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`
`FORD Ex. 1141, page 33
` IPR2020-00013
`
`

`

`U.S. Patent
`
`Apr. 13, 2010
`
`Sheet 31 of 31
`
`US 7.694,666 B2
`
`Fig. 44
`
`CSTARD
`storial conditions
`
`4.410
`READ OPERATING CONDITIONS
`
`DETERMINE DESIRED BOOST AMOUNT
`
`DETERMINE DESIRED TYPE 1
`AND TYPE 2 FLUID DELIVERY
`
`4.414
`
`44 16
`
`NO
`
`
`
`
`
`
`
`TYPE 2
`FLUID RESERVE
`LOW
`2
`YES
`
`44.18
`REDUCE BOOST AMOUNT TO REDUCETENDENCY OF KNOCK
`CAUSED BY LACK OF DESIREDAMOUNT OF TYPE 2FLUID
`
`
`
`FIRST
`YES-1 conDTIONNNO
`PRESENT
`
`
`
`SECOND
`CONDITION
`
`REDUCE BOOST
`AMOUNT FURTHER
`
`
`
`RETARD
`SPARK
`TIMING
`
`
`
`
`
`INCREASE TYPE 2 FLUID
`DELIVERY (AND ADJUST TYPE
`ONE FLUIDF NECESSARY)
`
`FORD Ex. 1141, page 34
` IPR2020-00013
`
`

`

`1.
`SYSTEMAND METHOD FORTP-NKNOCK
`COMPENSATION
`
`US 7,694,666 B2
`
`CROSS-REFERENCE TO PRIORITY
`APPLICATIONS
`
`The present application is a continuation of U.S. patent
`application Ser. No. 1 1/291,289 filed Nov.30, 2005, now U.S.
`Pat. No. 7,406,947, issued on Aug. 5, 2098, entitled “System
`and Method for Tip-In Knock Compensation, the entire
`contents of which are incorporated herein by reference.
`BACKGROUND AND SUMMARY
`
`10
`
`15
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`25
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`30
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`35
`
`Engines may use various forms of fuel delivery to provide
`a desired amount of fuel for combustion in each cylinder. One
`type of fuel delivery uses a port injector for each cylinder to
`deliver fuel to respective cylinders. Still another type of fuel
`delivery uses a direct injector for each cylinder.
`Engines have also been described using more than one
`injector to provide fuel to a single cylinder in an attempt to
`improve engine performance. Specifically, in US 2005/
`O155578 an engine is described using a port fuel injector and
`a direct injector in each cylinder of the engine. In this system,
`transienterrors in delivered fuel from the port injector, such as
`due to Sudden airflow increases, can be addressed by Subse
`quently delivering fuel of the same type from a direct cylinder
`injector.
`However, the inventors herein have recognized a disadvan
`tage with Such an approach. Under Such transient conditions
`where Sudden load increases may occur, engine knock may be
`more likely. As such, even if the air-fuel ratio is correctly
`maintained, engine knock may still occur, thus reducing per
`formance and driversatisfaction.
`Another approach that utilizes multiple injection locations
`for different fuel types to reduce knock is described in the
`papers titled “Calculations of Knock Suppression in Highly
`Turbocharged Gasoline/Ethanol Engines Using Direct Etha
`nol Injection' and “Direct Injection Ethanol Boosted Gaso
`line Engine: Biofuel Leveraging for Cost Effective Reduction
`40
`of Oil Dependence and CO2 Emissions” by Heywood et al.
`Specifically, the Heywood et al. papers describe directly
`injecting ethanol to improve charge cooling effects under
`various conditions, such as in response to a knock sensor or
`steady state operating conditions.
`However, the inventors herein have recognized that tran
`sient engine knock may still occur during transient condi
`tions, such as aggressive driver tip-ins, since the feedback
`information from the sensor become available too late to
`correct the combustion mixture during the transient and
`reduce knock. As such, performance and satisfaction may still
`be degraded.
`Therefore, in one approach, a method of controlling an
`engine, the method comprising: providing fuel having a blend
`to a cylinder of the engine; actively varying said fuel blend in
`response to at least an operating condition; where during a
`transient operating condition, said blend is adjusted to
`increase a heat capacity of said fuel to reduce a tendency for
`knock.
`In this way, it is possible to adjust the blend before the onset
`of knock, and thus improve performance. For example, it may
`be possible to continue engine boosting during the transient to
`thereby provide improved vehicle performance.
`DESCRIPTION OF THE DRAWINGS
`
`45
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`50
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`55
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`60
`
`FIG. 1 is a block diagram of a vehicle illustrating various
`components of the powertrain system;
`
`65
`
`2
`FIG. 2 shows a partial engine view:
`FIG.3 shows an engine with a turbocharger;
`FIGS. 4-5 show example engine cylinder and port configu
`rations;
`FIG. 6 shows two fuel injectors;
`FIG. 7 shows a fuel pump system;
`FIGS. 8-10 shows fuel vapor purge system configurations:
`FIGS. 11-12 shows high level flow charts for air-fuel ratio
`feedback control;
`FIGS. 13-14 and 16 show high level flow charts for fuel
`type enablement;
`FIG. 15 shows graphs illustrating example ratios of fuel
`type enablement based on operating conditions;
`FIGS. 16-18 show high level flow charts for engine starting
`and running operation;
`FIG. 19 shows a high level flow chart for engine starting
`taking into account fuel levels of different fuel types;
`FIG. 20 shows a high level flow chart for compensating for
`depleting a fuel source:
`FIG. 21 shows a graph illustrating different fuel injector
`characteristics for two example injectors;
`FIG.22 shows a graph illustrating an example relationship
`of fuel injection as a function of knock tendency;
`FIG. 23 shows a high level flow chart of an alternative
`embodiment for controlling fuel injection of a first and sec
`ond fuel type taking into account minimum pulse width issues
`and different fuel type characteristics;
`FIGS. 24-25 show high level flow charts for controlling
`operation using water injection;
`FIGS. 26-27 show graphs illustrating an amount of injec
`tion to reduce knock for varying