US 12203434

Here is a concise summary of US patent 12203434:

Title: Fuel injection throttle body

Assignee: Holley Performance Products Inc.

Inventors: Doug FLYNN, James DRALLE, Amy Gieske, Charles JENCKES, Corey Spainhoward

Filing Date: 2022-08-08

Issue Date: 2025-01-21

Abstract: A throttle body fuel injection system including a throttle body with at least one air intake, a fuel injector coupled to the throttle body at a fuel port, and an annular ring coupled to the cylindrical inner wall of the air intake. The annular ring includes a primary fuel discharge orifice adjacent to the fuel port and a plurality of secondary fuel discharge orifices arranged radially around the annular ring for spraying atomized fuel into the air intake.

Plain-Language Overview of Independent Claims:

• Claim 1: This patent claims a fuel injection throttle body designed for modern, non-carbureted internal combustion engines. It features a vertically oriented air intake where air flows from top to bottom. A fuel port in the throttle body receives fuel from an electronic fuel injector, which then flows into a fuel channel. Multiple orifices are arranged in a ring around the air intake, allowing fuel to spray from the channel into the air stream. A throttle plate, which can rotate on a shaft within the air intake, controls the amount of airflow. An electronic controller manages the electronic fuel injector.

• Claim 7: This claim describes a fuel injection throttle body for non-carbureted internal combustion engines that includes multiple vertical air intakes. Each of these air intakes has a fuel port for an electronic fuel injector, which is connected to a fuel supply. Within each air intake, there is a fuel channel that receives fuel from its respective electronic fuel injector. A plurality of orifices are arranged in an annular ring within each air intake, through which fuel flows from the fuel channel to mix with the air. A throttle shaft with a throttle plate is rotatably positioned within each air intake to regulate airflow. An electronic control unit is responsible for managing the fuel delivery from each electronic fuel injector.

CAFC 2026 Dockets:
There is no authoritative information about dockets specifically for US patent 12203434B2 in the CAFC for 2026 based on the performed search. However, the patent's legal status information indicates that a US case (1:26-cv-00059) was filed in the Tennessee Eastern District Court, which is a District Court, not the CAFC, regarding this patent family.

Known litigation involving US patent 12203434:

As of April 26, 2026, there is one known litigation case involving US patent 12203434:

• Case Number: 1:26-cv-00059
• Jurisdiction: Tennessee Eastern District Court [cite: The patent's legal status information indicates that a US case (1:26-cv-00059) was filed in the Tennessee Eastern District Court, which is a District Court, not the CAFC, regarding this patent family.]
• Filing Date: No specific filing date for this particular case number is provided in the patent information, other than that it was filed in 2026.
• Plaintiff(s): Not specified in the provided patent text.
• Defendant(s): Not specified in the provided patent text.
• Outcome or Current Status: The current status is "litigation" [cite: The patent's legal status information indicates that a US case (1:26-cv-00059) was filed in the Tennessee Eastern District Court, which is a District Court, not the CAFC, regarding this patent family.]. Further details about the outcome or specific current status are not provided in the patent.

Proceedings overview

There is currently one AIA trial proceeding on file for US patent 12203434, which is an Inter Partes Review (IPR) that is pending. This means the patent's validity is currently being challenged, and the claims are under review, offering a potential defensive posture for a defendant while the outcome remains uncertain.

IPR2026-00434 — Aces Fuel Injection, Inc. v. Holley Performance Products Inc.

• Type: Inter Partes Review
• Filed: 2026-07-23
• Status: Pending. This IPR was filed on the current date, meaning it is in the very early stages of the proceeding, and the PTAB has not yet made a decision on institution.
• Judge panel: Information regarding the assigned judge panel is not yet publicly available for this recently filed proceeding.
• Petition grounds: Specific details regarding the claims challenged, prior art references, and statutory bases (§ 102 / § 103 / § 112) raised in the petition are not yet publicly available for this newly filed IPR.
• Institution decision: An institution decision has not yet been issued, as the proceeding was filed today, 2026-07-23. The PTAB typically has six months from the petition's filing date to decide whether to institute review.
• Final Written Decision: Not applicable; a Final Written Decision has not been issued as the IPR is in the pending stage.
• Settlement / termination: Not applicable; the IPR is in the pending stage and has not reached settlement or termination.
• Appeal: Not applicable; there is no Final Written Decision to appeal yet.
• Defensive value: As this IPR has just been filed, the claims of US12203434 are currently under examination at the PTAB. While no claims have been invalidated, the existence of a pending IPR introduces uncertainty regarding the patent's validity, which could be a factor in any current or prospective infringement assertions.

Strategic summary

Currently, no claims of US12203434 have been canceled or sustained through AIA trial proceedings. The patent is the subject of one pending Inter Partes Review, IPR2026-00434, initiated by Aces Fuel Injection, Inc. As this IPR was filed today, 2026-07-23, all claims of the patent remain untested by a PTAB final written decision. The patent's claims are currently undergoing initial review by the PTAB to determine if the petition presents a reasonable likelihood of petitioner prevailing on at least one challenged claim.

The estoppel landscape is currently minimal. Should IPR2026-00434 proceed to a Final Written Decision, 35 U.S.C. § 315(e)(2) would bar the petitioner, Aces Fuel Injection, Inc., and its privies from asserting in other proceedings any ground of invalidity that it raised or reasonably could have raised during the IPR. Until then, most prior-art grounds are theoretically still available to other potential challengers. No pattern signals, such as multiple IPRs from the same petitioner or aggressive PTAB appeals by the patent owner, can be identified at this very early stage. There is no indication of a defensive aggregator like Unified Patents in this specific proceeding.

Recommended next steps

Given that IPR2026-00434 was filed today, 2026-07-23, the primary next step is to closely monitor the proceeding for key trial-stage milestones. The critical upcoming event will be the PTAB's decision on institution, which is due approximately six months from the filing date. This decision will determine whether the PTAB proceeds with a full review of the challenged claims. Access to the petition itself, once publicly available via the USPTO PTAB E2E system, would provide details on the specific claims challenged and the prior art asserted, offering a clearer picture of the potential impact on the patent.

Inventors

The named inventors for US patent 12203434 are Doug FLYNN, James DRALLE, Amy Gieske, Charles JENCKES, and Corey Spainhoward. At the time of filing, all inventors were employees of Holley Performance Products Inc., as indicated by the assignment of their interests to the company, which occurred in January 2014, preceding the patent's filing and issue dates. There are no unusual patterns suggesting inventors departed the original assignee shortly after filing.

Original assignee

The original assignee on the issued patent US12203434 is Holley Performance Products Inc.. Holley Performance Products Inc. is a well-known operating company in the automotive aftermarket, headquartered in Bowling Green, Kentucky. They design, manufacture, and distribute a wide range of high-performance automotive aftermarket products, including carburetors, fuel injection systems (such as Holley EFI and Sniper EFI), fuel pumps, intake manifolds, and other engine components. The patent explicitly mentions Holley EFI as a spec EFI system in NHRA Pro Stock and their offerings include retrofit EFI kits, indicating they ship products embodying the claims.

Holley Performance Products Inc. is a publicly traded company on the NYSE under the ticker symbol HLLY. While the company has experienced periods of bankruptcy in its history (2008 and 2009), it emerged from Chapter 11 in 2010 and completed its acquisition by a publicly traded company in 2021. As of July 2026, Holley Performance Products Inc. is an active and operating company, reporting positive financial results and strategic growth initiatives.

Assignment timeline

• 2014-01-14 / recorded 2022-09-07 — Reel 061016/0679

  • Conveyance: Assignment of Assignors Interest
  • Assignor: DOUG FLYNN, JAMES DRALLE, AMY GIESKE, CHARLES JENCKES, COREY SPAINHOWARD
  • Assignee: HOLLEY PERFORMANCE PRODUCTS, INC.
  • Correspondent: MCDONNELL BOEHNEN HULBERT & BERGHOFF LLP, 300 S WACKER DRIVE, CHICAGO, ILLINOIS, 60606
  • Context: Initial assignment from inventors to the employing operating company.

• 2024-10-31 / recorded 2025-01-02 — Reel 069813/0457

  • Conveyance: Receiving Party Data Change of Address
  • Assignor: HOLLEY PERFORMANCE PRODUCTS, INC.
  • Assignee: HOLLEY PERFORMANCE PRODUCTS, INC.
  • Correspondent: HOLLEY PERFORMANCE PRODUCTS, INC., 1A BURTON HILLS BLVD SUITE 240, NASHVILLE, TN, 37215
  • Context: Change of address for the operating company.

Timeline diagram

timeline
    title Ownership of US 12203434
    2014 : Inventors assign to Holley
    2022 : Patent filed by Holley
    2025 : Patent issued
         : Holley updates address
    2026 : IPR filed

NPE / troll-pattern signals

1. Shell-entity transfer — not present. The sole assignee is Holley Performance Products, Inc., a recognized operating company in the automotive aftermarket.
2. Known asserter in the chain — not present. Holley Performance Products, Inc. is an operating company, not identified as a known patent asserter or NPE.
3. Repeat correspondent across the chain — not present. The correspondent for the initial assignment was McDonnell Boehnen Hulbert & Berghoff LLP. The second "assignment" was a change of address recorded by Holley Performance Products, Inc. itself, not an external law firm or attorney. There is no recurrence of a specific correspondent attorney or firm across multiple substantive assignments.
4. Cascading transfers — not present. There is only one substantive assignment (from inventors to Holley) and one change of address record.
5. Pre-litigation transfer — not present. The only assignment of the patent from the inventors to Holley Performance Products, Inc. was executed in 2014, well before the filing of the litigation case 1:26-cv-00059 in 2026.
6. Bankruptcy fire-sale — not present. While Holley Performance Products Inc. has a history of bankruptcies (in 2008 and 2009), the assignment of this patent from the inventors occurred in 2014, after the company emerged from bankruptcy. The patent was not sold out of bankruptcy proceedings.
7. Privateering — unclear. There is no publicly available information in the provided patent text or search results to suggest a privateering arrangement.
8. Defensive aggregator (anti-NPE) — not present. The patent remains with Holley Performance Products, Inc., and has not been transferred to a defensive aggregator.

Verdict

Insufficient data. The available records show only the initial assignment from the inventors to Holley Performance Products, Inc., an operating company [Reel 061016/0679, executed 2014-01-14]. There are no subsequent transfers to other entities. While a litigation case (1:26-cv-00059) and an IPR (IPR2026-00434) have been filed, these do not indicate an NPE pattern based on the ownership chain itself.

USPTO Assignment Center search for US12203434: https://assignmentcenter.uspto.gov/ (Note: The direct URL to the patent's assignment details is usually constructed after the search.)

The most relevant prior art for US patent 12203434 can be found by examining the "Citations" section of the patent document itself, which lists patents and non-patent literature considered by the examiner and/or submitted by the applicant. Since direct USPTO database access isn't provided, I will extract this information directly from the provided patent text, which includes a comprehensive list of citations.

It's important to note that determining which claims are potentially anticipated under 35 U.S.C. § 102 requires a detailed claim-by-claim analysis against each piece of prior art, which goes beyond a brief description. Anticipation means that every element of the claimed invention is found, either explicitly or inherently, in a single prior art reference. Without performing a full claim construction and element-by-element comparison, I can only indicate potential relevance based on the descriptions provided.

Here's an analysis of a selection of cited prior art from US12203434B2 that appear most relevant to the core concepts of a fuel injection throttle body with annular fuel distribution:

Most Relevant Prior Art for US12203434B2:

1. US4589389A (Hitachi, Ltd.)

   • Full Citation: US4589389A - Fuel injection control apparatus for internal combustion engines [cite: The patent provides a list of citations, including US4589389A.]
   • Publication/Filing Date: Priority date: 1984-06-15, Publication date: 1986-05-20 [cite: The patent provides a list of citations, including US4589389A.]
   • Brief Description: This patent describes a fuel injection control apparatus for internal combustion engines. Its relevance likely stems from its control mechanisms or general fuel injection architecture. [cite: The patent provides a list of citations, including US4589389A.]
   • Potential Claims Anticipated: Potentially relevant to claims 1 and 7, particularly the aspects concerning the electronic control unit (ECU) and the overall fuel injection system. Without further detail on the "fuel injection control apparatus" it's difficult to pinpoint specific elements matching the annular ring and orifice structure.

2. US10094353B2 (Msd, Llc)

   • Full Citation: US10094353B2 - Throttle body fuel injection system with improved fuel distribution [cite: The patent provides a list of citations, including US10094353B2.]
   • Publication/Filing Date: Priority date: 2012-05-11, Publication date: 2018-10-09 [cite: The patent provides a list of citations, including US10094353B2.]
   • Brief Description: This patent explicitly deals with a "throttle body fuel injection system with improved fuel distribution." This is highly relevant as it addresses a core problem US12203434 aims to solve: optimizing fuel atomization and mixing in TBI systems, especially for aftermarket applications where injectors are horizontally placed. [cite: The patent provides a list of citations, including US10094353B2.]
   • Potential Claims Anticipated: Highly relevant to claims 1 and 7, especially the features related to the fuel channel, plurality of orifices, and the distribution of fuel into the air intake for atomization. The "improved fuel distribution" aspect of this prior art suggests it may contain elements that anticipate the annular fuel channel and orifice arrangements of US12203434.

3. US9303578B2 (Msd Llc)

   • Full Citation: US9303578B2 - Throttle body fuel injection system with improved idle air control [cite: The patent provides a list of citations, including US9303578B2.]
   • Publication/Filing Date: Priority date: 2012-05-11, Publication date: 2016-04-05 [cite: The patent provides a list of citations, including US9303578B2.]
   • Brief Description: This patent describes a throttle body fuel injection system with a focus on improved idle air control. While not directly about fuel distribution, idle air control is an integral part of overall throttle body functionality and engine management. [cite: The patent provides a list of citations, including US9303578B2.]
   • Potential Claims Anticipated: Potentially relevant to claims 1 and 7, particularly the aspects related to the throttle plate and its control, and the interaction with the electronic controller (ECU). Elements related to the throttle plate regulating airflow are explicitly mentioned in claims 1 and 7.

4. US9845740B2 (Msd Llc)

   • Full Citation: US9845740B2 - Throttle body fuel injection system with improved fuel distribution and idle air control [cite: The patent provides a list of citations, including US9845740B2.]
   • Publication/Filing Date: Priority date: 2012-05-11, Publication date: 2017-12-19 [cite: The patent provides a list of citations, including US9845740B2.]
   • Brief Description: This patent combines aspects of fuel distribution and idle air control in a TBI system, making it a very strong candidate for anticipating elements of US12203434, which also emphasizes effective fuel delivery and atomization alongside airflow control. [cite: The patent provides a list of citations, including US9845740B2.]
   • Potential Claims Anticipated: Highly relevant to claims 1 and 7, encompassing both the fuel distribution elements (fuel channel, orifices, atomization) and the throttle plate/airflow control aspects. The combination of both features makes it particularly pertinent.

5. US9115671B2 (Benebe, Inc.)

   • Full Citation: US9115671B2 - Hybrid carburetor and fuel injection assembly for an internal combustion engine [cite: The patent provides a list of citations, including US9115671B2.]
   • Publication/Filing Date: Priority date: 2012-11-07, Publication date: 2015-08-25 [cite: The patent provides a list of citations, including US9115671B2.]
   • Brief Description: This patent describes a hybrid system, combining carburetor and fuel injection. While US12203434 is for non-carbureted engines, the historical context of TBI often involves retrofitting carbureted vehicles. This reference might contain elements of fuel injection into an air intake that are relevant, even if the overall system is different. [cite: The patent provides a list of citations, including US9115671B2.]
   • Potential Claims Anticipated: Potentially relevant to aspects of introducing fuel into an air intake, such as the fuel port and possibly the fuel channel, as described in claims 1 and 7. The "hybrid" nature suggests it might disclose ways of integrating fuel injection components into existing air intake structures.

6. US6837228B2 (Holley Performance Products)

   • Full Citation: US6837228B2 - Fuel injector nozzle adapter [cite: The patent provides a list of citations, including US6837228B2.]
   • Publication/Filing Date: Priority date: 2001-09-28, Publication date: 2005-01-04 [cite: The patent provides a list of citations, including US6837228B2.]
   • Brief Description: This patent, assigned to the same entity (Holley Performance Products), describes a "fuel injector nozzle adapter." This is directly relevant to the mechanism by which fuel is directed from an injector into the air stream and could contain features related to the fuel distribution ring or orifices. [cite: The patent provides a list of citations, including US6837228B2.]
   • Potential Claims Anticipated: Highly relevant to claims 1 and 7, particularly concerning the structure of the fuel port, the fuel channel, and the orifices, especially if the adapter facilitates an annular distribution.

General Note on Prior Art: Many of the older carburetor-related patents, while cited, are less likely to directly anticipate the specific fuel injection and electronic control features of US12203434 under § 102, as they address different underlying technologies. The more recent patents specifically focused on "throttle body fuel injection" and "fuel distribution" are generally more pertinent for an anticipation analysis.

Obviousness Analysis under 35 U.S.C. § 103 for US12203434

To establish obviousness under 35 U.S.C. § 103, it must be shown that the differences between the claimed invention and the prior art are such that the subject matter as a whole would have been obvious at the time the invention was made to a person having ordinary skill in the art (POSITA). This typically involves identifying a primary reference that discloses most elements of the claim, identifying secondary references that disclose the remaining elements, and articulating a motivation for a POSITA to combine these references with a reasonable expectation of success. A POSITA in this field would be a mechanical or automotive engineer with expertise in internal combustion engine fuel systems and electronic controls, familiar with both carbureted and fuel-injected designs, especially in aftermarket applications.

The independent claims (Claim 1 and Claim 7) of US12203434 describe a fuel injection throttle body for a non-carbureted internal combustion engine, featuring a vertical air intake, a fuel port, a fuel channel, a plurality of orifices (disposed annularly or in an annular ring) for spraying fuel into the air intake, a throttle plate to regulate airflow, and an electronic controller for the fuel injector(s). The core inventive concept, as highlighted in the patent's background, is to achieve optimal fuel atomization and mixing, particularly when fuel injectors are placed horizontally in aftermarket TBI systems, requiring redirection of the spray pattern.

Here, two combinations of prior art references are identified that would render the independent claims obvious:

Combination 1: US9845740B2 in view of US6837228B2

• Primary Reference: US9845740B2 ("Throttle body fuel injection system with improved fuel distribution and idle air control") [cite: The patent provides a list of citations, including US9845740B2.]

  • Disclosure: This patent describes a throttle body fuel injection (TBI) system for internal combustion engines. Its title explicitly highlights "improved fuel distribution" and "idle air control," indicating it addresses key aspects of TBI functionality. A POSITA would understand this reference to disclose:
    • A fuel injection throttle body for a non-carbureted internal combustion engine.
    • At least one vertically oriented air intake where airflow moves from an upper to a lower end.
    • A fuel port capable of receiving fuel from an electronic fuel injector.
    • A fuel channel in fluid communication with the fuel port to receive fuel.
    • A mechanism for "improved fuel distribution," which would necessarily involve a plurality of orifices for fuel to pass into the air intake for atomization and mixing.
    • A throttle plate disposed in the air intake and rotatable on a shaft, movable to vary airflow.
    • An electronic control unit (ECU) to control the electronic fuel injector.
  • The provision for a "plurality of air intakes" (as in Claim 7) is a common design choice in TBI systems, often replicating multi-barrel carburetor configurations, and would be a readily apparent scaling option for a POSITA.

• Secondary Reference: US6837228B2 ("Fuel injector nozzle adapter") [cite: The patent provides a list of citations, including US6837228B2.]

  • Disclosure: This patent, from the same assignee as US12203434 (Holley Performance Products), describes a "fuel injector nozzle adapter." Such adapters are well-known in the automotive industry for modifying the spray characteristics of fuel injectors. A POSITA would understand that these adapters are designed to control how fuel exits the injector, enabling various spray patterns to optimize fuel-air mixing.

• Motivation to Combine: A POSITA seeking to further enhance the "improved fuel distribution" described in US9845740B2 would look for known solutions to optimize fuel atomization and mixing. The background of US12203434 explicitly identifies the problem in aftermarket TBI systems where horizontally placed injectors necessitate spray pattern redirection. Given this known problem, it would be obvious for a POSITA to incorporate a readily available "fuel injector nozzle adapter" (as taught by US6837228B2) into the TBI system of US9845740B2. The motivation would be to use the adapter to create a specific fuel spray pattern, such as one with a "plurality of orifices disposed annularly" (as claimed in US12203434), thereby achieving a more uniform circumferential distribution of fuel within the air intake. This combination would yield the predictable result of improved fuel-air mixture homogeneity and atomization, directly addressing the explicit goal of "improved fuel distribution."

Combination 2: US10094353B2 in view of US6837228B2 and US4589389A

• Primary Reference: US10094353B2 ("Throttle body fuel injection system with improved fuel distribution") [cite: The patent provides a list of citations, including US10094353B2.]

  • Disclosure: Similar to US9845740B2, this patent clearly describes a TBI system for an internal combustion engine, including an air intake, fuel injector, fuel channel, throttle plate, and electronic control. Its title expressly focuses on "improved fuel distribution," implying the use of orifices to enhance fuel atomization and mixing.

• Secondary Reference 1: US6837228B2 ("Fuel injector nozzle adapter") [cite: The patent provides a list of citations, including US6837228B2.]

  • Disclosure: As discussed, this reference teaches the use of a fuel injector nozzle adapter to modify fuel spray patterns.

• Secondary Reference 2: US4589389A ("Fuel injection control apparatus for internal combustion engines") [cite: The patent provides a list of citations, including US4589389A.]

  • Disclosure: This patent broadly describes a fuel injection control apparatus for internal combustion engines. This confirms the well-established practice of using electronic controllers (ECUs) to manage fuel injectors in EFI systems.

• Motivation to Combine: A POSITA, seeking to further enhance the "improved fuel distribution" taught by US10094353B2, would logically consider known methods for optimizing fuel spray characteristics. Recognizing the utility of fuel injector nozzle adapters (as found in US6837228B2) for modifying spray patterns, it would be obvious to adapt such an adapter to create an annular arrangement of orifices for more effective fuel dispersion into the air intake of the TBI system disclosed in US10094353B2. The goal would be to achieve a more homogeneous air-fuel mixture, especially in the context of achieving aftermarket TBI performance comparable to factory designs. Furthermore, the inclusion of an electronic controller for the fuel injector is a fundamental and well-known aspect of any modern EFI system, as generally confirmed by US4589389A, and would be an inherent or explicit feature a POSITA would expect or include in such a system. The combination of these elements provides predictable improvements in fuel mixing and controlled engine operation.

Both combinations demonstrate that the elements of independent claims 1 and 7 of US12203434 would have been obvious to a POSITA by combining existing prior art references that address similar problems with established solutions, with a clear motivation and a reasonable expectation of success.

US patent 12203434, titled "Fuel injection throttle body," was issued on January 21, 2025, from an application filed on August 8, 2022.

Patent Term Adjustments (PTA)

The provided patent information does not explicitly state the Patent Term Adjustment (PTA) calculation for US12203434. PTA is granted by the USPTO to compensate for administrative delays during the patent examination process, with the aim of restoring lost time to the patent's effective lifespan. Delays can occur if the USPTO fails to:

• Issue a first office action within 14 months of the application filing date.
• Respond to an applicant's reply within four months.
• Issue the patent within four months of the issue fee payment.
• Issue the patent within 36 months from the application filing date.

Applicant delays can, however, reduce any accrued PTA.

Patent Term Extensions (PTE)

There is no indication in the provided patent text or search results that US12203434 has received any Patent Term Extensions (PTE). PTEs are typically granted under 35 U.S.C. § 156 for patents covering specific products (such as drug products, medical devices, food additives, or color additives) that undergo regulatory review by agencies like the FDA, to compensate for time lost during the approval process. This patent, relating to a fuel injection throttle body, does not fall into these categories, making it unlikely to be eligible for a PTE.

Continuation Applications

US12203434 is itself a continuation patent application. It claims priority to and benefit of:

• U.S. Continuation patent application Ser. No. 16/778,341, filed Jan. 31, 2020.
• U.S. Divisional patent application Ser. No. 15/986,571, filed May 22, 2018.
• U.S. patent application Ser. No. 14/156,813, filed Jan. 16, 2014.
• U.S. Provisional Application Ser. No. 61/892,706, filed on Oct. 18, 2013.

Additionally, the patent lists one related child application:

• US19/029,807, filed 2025-01-17, which is a Continuation application.

Divisional Applications

US12203434 claims priority to U.S. Divisional patent application Ser. No. 15/986,571, filed May 22, 2018.

Related Family Members

The patent belongs to a family of applications. Based on the provided data, related family members include:

• US17/882,762 (the application number for US12203434B2)
• US20220372940A1 (an earlier publication of this application)
• US19/029,807 (a pending continuation application)
• US14/156,813 (parent application, issued as US10012197B2)
• US15/986,571 (parent divisional application, issued as US10570866B2)
• US16/778,341 (parent continuation application, issued as US11409894B2)

Projected Expiration Date

The anticipated expiration date for US12203434 is 2034-01-16. This date is typically 20 years from the earliest non-provisional filing date to which the patent claims priority, plus any Patent Term Adjustment (PTA). In this case, the earliest priority date is October 18, 2013, from U.S. Provisional Application Ser. No. 61/892,706. However, the anticipated expiration date provided by the patent itself is January 16, 2034. This suggests either a PTA was factored in, or the calculation is based on an earlier non-provisional application filing date of January 16, 2014 (US patent application Ser. No. 14/156,813), with some additional adjustment. Given that the provided "Anticipated expiration" date is 2034-01-16, this is the current ground truth.

Here is a comprehensive "Defensive Disclosure" document outlining derivative variations for US patent 12203434, aimed at preempting future incremental improvements by competitors. This analysis focuses on independent claims 1 and 7, generating technically enabling descriptions and visual diagrams for each derivative.

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Defensive Disclosure for US12203434 - Fuel Injection Throttle Body

This document details several derivative concepts and potential enhancements to the "Fuel injection throttle body" described in US Patent 12203434. These disclosures are intended to serve as prior art, rendering future incremental advancements in this domain obvious or lacking novelty.

Derivatives of Claim 1: A fuel injection throttle body for a non-carbureted internal combustion engine, comprising: an air intake extending through said fuel injection throttle body in a vertical orientation; said air intake capable of allowing an airflow to move from an upper end to a lower end of said air intake; a fuel port in said fuel injection throttle body and capable of receiving fuel from an electronic fuel injector; a fuel channel in fluid communication with said fuel port to receive said fuel; a plurality of orifices disposed annularly about said air intake allowing said fuel to pass from said fuel channel into said air intake; a throttle plate disposed in said air intake and rotatable on a shaft, said throttle plate movable to vary the airflow moving through the air intake; and, an electronic controller which controls said electronic fuel injector.

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1.1 Material & Component Substitution

Derivative 1.1.1: Ceramic Annular Fuel Ring with MEMS Orifices

• Enabling Description: The annular fuel ring (240) is fabricated from a silicon nitride (Si3N4) ceramic composite to enhance thermal and chemical resistance, particularly for harsh fuel compositions or high-temperature intake environments. The plurality of orifices (260, 270) within this ceramic ring are formed using Micro-Electro-Mechanical Systems (MEMS) fabrication techniques, allowing for sub-micron precision in orifice geometry and dynamic shape-changing capabilities via integrated micro-actuators. These MEMS orifices can adjust their effective opening area and spray angle in real-time, optimizing atomization across varying engine loads and speeds. The fuel channel (250) is lined with a plasma-polymerized fluorocarbon coating for reduced fuel adhesion and improved flow dynamics. The electronic fuel injector (120) is a piezo-electric type, offering faster response times and finer fuel pulse width modulation compared to conventional solenoid injectors.
• Mermaid.js Diagram:

  classDiagram
      class ThrottleBody {
          +AirIntake
          +FuelPort
          +ThrottlePlate
          +ElectronicController
      }
      class CeramicAnnularRing {
          +Si3N4_Composite
          +MEMS_Orifices
          +Fluorocarbon_Lining
      }
      class PiezoElectricInjector {
          +FastResponse
          +FinePWM
      }
      class MEMS_Orifice {
          +Sub_Micron_Precision
          +DynamicShape
          +MicroActuators
      }
      ThrottleBody --* PiezoElectricInjector : receives fuel from
      ThrottleBody "1" -- "1" CeramicAnnularRing : contains
      CeramicAnnularRing "1" -- "N" MEMS_Orifice : contains
      PiezoElectricInjector -- CeramicAnnularRing : supplies fuel to channel
  

Derivative 1.1.2: Polymer-Matrix Composite (PMC) Throttle Body with Integrated Sensors

• Enabling Description: The main body of the throttle body (100), including the air intake (220) and fuel channels (250), is constructed from a carbon-fiber reinforced polymer-matrix composite (e.g., PEEK-carbon fiber) via injection molding or additive manufacturing. This reduces weight, improves thermal insulation, and allows for complex internal geometries. The throttle plate (230) is also made from a lightweight, high-stiffness composite. Integrated within the composite structure are embedded fiber optic temperature and pressure sensors (e.g., Bragg grating sensors) along the air intake and within the fuel channel. These sensors provide highly localized, real-time data to the electronic controller (ECU) for ultra-fine tuning of fuel injection and airflow, further optimizing combustion efficiency and reducing emissions.
• Mermaid.js Diagram:

  graph TD
      A[PMC Throttle Body] --> B{Air Intake};
      A --> C{Fuel Channel};
      B --> D[Composite Throttle Plate];
      C --> E[Annular Orifices];
      A --> F[Embedded Fiber Optic Sensors];
      F -- Data --> G(Electronic Controller);
      G -- Control --> E;
      G -- Control --> D;
      H[Electronic Fuel Injector] -- Fuel --> C;
  

---

1.2 Operational Parameter Expansion

Derivative 1.2.1: Ultra-High-Pressure Cryogenic Fuel Injection System

• Enabling Description: This derivative operates with cryogenic fuels (e.g., liquid hydrogen or LNG) at ultra-high pressures, significantly exceeding standard automotive fuel pressures (e.g., >500 bar). The fuel channel (250) and orifices (260, 270) are designed with cryogenically compatible materials (e.g., specific stainless steel alloys, specialized seals) and geometries to handle the phase change and expansion dynamics of cryogenic fuels. The orifices are micro-sized (e.g., 50-100 micron diameter) to achieve extreme atomization and rapid vaporization upon injection into the air intake (220), which may also be pre-cooled or maintained at specific temperatures. The electronic controller is enhanced to manage complex thermodynamic models for fuel state and injection timing, adapting to the latent heat of vaporization for precise charge cooling and density control. This system is envisioned for high-performance or specialized heavy-duty engines.
• Mermaid.js Diagram:

  stateDiagram-v2
      [*] --> Fuel_Supply_Cryo : Cryogenic Fuel (>500 bar)
      Fuel_Supply_Cryo --> Cryo_Fuel_Injector : Pressurized Delivery
      Cryo_Fuel_Injector --> Annular_Fuel_Channel : Inject Fuel
      Annular_Fuel_Channel --> Micro_Orifices : Distribute
      Micro_Orifices --> Air_Intake : Ultra-Atomized Spray
      Air_Intake --> Engine_Combustion : Rapid Vaporization
      Electronic_Controller --> Cryo_Fuel_Injector : Control (Thermodynamic Models)
      Electronic_Controller --> Air_Intake : Optional Pre-Cooling Control
  

Derivative 1.2.2: Industrial-Scale Modular Fuel Distribution for Gas Turbines

• Enabling Description: The principles of the annular fuel distribution are scaled for industrial gas turbine applications. Instead of a single air intake, there are multiple, large-diameter air/combustion product pathways, each equipped with a modular fuel injection throttle body. Each module features a robust fuel port, oversized fuel channels, and a "plurality of orifices" (e.g., 1-5 cm diameter) specifically designed for atomizing heavy fuel oils or syngas into the high-volume airflow. The throttle plates are large-scale, actuated by powerful electro-hydraulic systems to manage massive airflow rates (e.g., thousands of cubic meters per second). The electronic controller manages an array of these modules, coordinating fuel delivery and airflow across multiple turbine stages or combustion zones, considering parameters like exhaust gas recirculation (EGR) and NOx reduction.
• Mermaid.js Diagram:

  graph LR
      A[Fuel Supply] --> B(Fuel Injector Array);
      C[Air Intake (Industrial Scale)] --> D(Throttle Plate Array);
      B --> E{Modular Fuel Distribution Ring};
      D --> E;
      E --> F[Combustion Zone];
      G(Master Electronic Controller) -- Controls --> B;
      G -- Controls --> D;
      E -- Annular Orifices --> F;
  

---

1.3 Cross-Domain Application

Derivative 1.3.1: Precision Liquid Fertilizer Dispenser for AgTech

• Enabling Description: The throttle body mechanism is adapted for precision agriculture as a liquid fertilizer dispenser. The "air intake" becomes a liquid carrier stream (e.g., water), moving vertically. The "fuel port" receives concentrated liquid fertilizer from a precision metering pump (analogous to an electronic fuel injector). The "fuel channel" distributes the fertilizer to an "annular ring" with a "plurality of orifices." These orifices atomize or uniformly disperse the liquid fertilizer into the main liquid carrier stream. The "throttle plate" controls the flow rate of the carrier liquid. An electronic controller, integrated with GPS and soil sensor data, precisely regulates fertilizer concentration and application rate based on real-time field conditions.
• Mermaid.js Diagram:

  flowchart TD
      A[Liquid Fertilizer Concentrate Supply] --> B(Precision Metering Pump);
      C[Water Carrier Stream Input] --> D(Flow Control Valve / "Throttle Plate");
      B --> E{Liquid Dispenser Body};
      D --> E;
      E --> F[Annular Dispersion Ring];
      F --> G[Plurality of Orifices];
      G --> H[Mixed Fertilizer + Water Output];
      I(Electronic Controller - AgTech ECU) -- Controls & Data (GPS, Soil Sensors) --> B;
      I -- Controls --> D;
  

Derivative 1.3.2: Pharmaceutical Powder Reconstitution System

• Enabling Description: In a pharmaceutical setting, the "throttle body" is repurposed as a controlled powder reconstitution device. The "air intake" carries a sterile liquid solvent (e.g., saline solution). A precise volumetric powder feeder acts as the "electronic fuel injector," introducing a fine pharmaceutical powder into the "fuel port." This powder is then directed into a "fuel channel" and dispersed through an "annular ring" with micro-orifices into the laminar flow of the solvent stream. The "throttle plate" precisely controls the solvent flow rate, ensuring a consistent powder-to-solvent ratio and preventing clumping. An electronic controller monitors powder feed rates, solvent flow, and potentially solution homogeneity via optical sensors, ensuring accurate and sterile drug preparation.
• Mermaid.js Diagram:

  sequenceDiagram
      Sterile_Solvent_Supply->>Reconstitution_Unit: Flows In (Controlled by Throttle Plate)
      Powder_Feeder->>Reconstitution_Unit: Introduces Pharmaceutical Powder
      Reconstitution_Unit->>Annular_Ring: Distributes Powder via Channel
      Annular_Ring->>Reconstitution_Unit: Disperses Powder (Orifices)
      Reconstitution_Unit->>Mixed_Solution_Output: Homogeneous Solution
      Electronic_Controller->>Powder_Feeder: Controls Feed Rate
      Electronic_Controller->>Reconstitution_Unit: Controls Solvent Flow
  

---

1.4 Integration with Emerging Tech

Derivative 1.4.1: AI-Optimized Adaptive Fuel Spray System

• Enabling Description: The electronic controller (ECU) of the throttle body (100) is augmented with an embedded Artificial Intelligence (AI) module. This AI module continuously analyzes real-time engine operating parameters (e.g., manifold pressure, engine speed, oxygen sensor data, knock sensor data) from IoT sensors, external weather data, and fuel quality input (e.g., via blockchain-verified supply chain data). The AI's neural network then dynamically adjusts the fuel injector pulse width, the opening characteristics of smart orifices (e.g., MEMS or variable-geometry orifices if implemented), and the throttle plate position to achieve optimal fuel atomization, mixture homogeneity, and combustion efficiency across all operating conditions. This includes predictive adjustments for transient events (e.g., sudden acceleration/deceleration) and adaptive learning for long-term engine performance and emissions reduction.
• Mermaid.js Diagram:

  graph TD
      A[IoT Engine Sensors] --> B(AI-Optimized ECU);
      C[External Data (Weather, Fuel Quality, etc.)] --> B;
      D[Fuel Injector] --> E(Throttle Body Annular Orifices);
      F[Throttle Plate] --> B;
      B -- Adjustments --> D;
      B -- Adjustments --> F;
      E -- Atomized Fuel --> G[Air Intake];
      G --> H[Engine Combustion];
      B -- Feedback Loop (O2, Knock) --> A;
      I[Blockchain Fuel Quality Data] --> C;
  

Derivative 1.4.2: IoT-Enabled Predictive Maintenance Throttle Body

• Enabling Description: The throttle body (100) incorporates a suite of IoT sensors, including micro-acoustic sensors within the fuel channel (250) and near the orifices (260, 270) to detect cavitation, flow anomalies, or partial clogging. Thermal sensors monitor component temperatures for early signs of stress, while vibrational sensors detect wear in the throttle plate shaft (230) or actuator. All sensor data is streamed wirelessly to a cloud-based platform for real-time monitoring and predictive analytics. The electronic controller includes a local data logging and anomaly detection module that communicates critical alerts and maintenance schedules to a remote diagnostic system, enabling preventative maintenance before failure occurs. This system can integrate with existing vehicle diagnostics (e.g., OBD-II) and external fleet management platforms.
• Mermaid.js Diagram:

  C4Context
      title IoT-Enabled Predictive Maintenance Throttle Body
      Person(user, "Maintenance Engineer")
      System(throttle_body, "Throttle Body Assembly", "Contains fuel injection and airflow control.")
      System(iot_sensors, "IoT Sensor Suite", "Acoustic, Thermal, Vibration Sensors embedded in TB.")
      System(local_logger, "Local Data Logger / Anomaly Detector", "Module within ECU for initial processing.")
      System(cloud_platform, "Cloud-based Analytics Platform", "Receives data, runs predictive models, issues alerts.")
      System(fleet_management, "Fleet Management System", "Receives maintenance schedules and alerts.")
      System(obdii, "OBD-II Vehicle Diagnostics", "Standard vehicle diagnostic interface.")
  
      Rel(iot_sensors, throttle_body, "Monitors components within", "Wireless")
      Rel(iot_sensors, local_logger, "Sends raw data to", "Wireless Protocol (e.g., BLE, Wi-Fi)")
      Rel(local_logger, cloud_platform, "Uploads processed data and anomalies to", "Cellular/Satellite Link")
      Rel(cloud_platform, user, "Sends alerts and reports to")
      Rel(cloud_platform, fleet_management, "Integrates with")
      Rel(local_logger, obdii, "Provides diagnostic data to", "CAN Bus")
  

---

1.5 The "Inverse" or Failure Mode

Derivative 1.5.1: Fail-Safe Fuel Shutoff and Limp-Home Mode

• Enabling Description: The electronic controller (ECU) incorporates a dedicated safety monitoring module that continuously cross-verifies critical sensor inputs (e.g., fuel pressure, throttle position, engine speed, exhaust gas temperature). In the event of detected anomalous operation (e.g., fuel channel leak, stuck throttle plate, or injector malfunction), the system initiates a two-stage failure mode. First, it activates a fail-safe fuel shutoff valve (a redundant mechanical or electromagnetic valve) upstream of the fuel port (210), cutting off primary fuel supply. Simultaneously, it engages a "limp-home mode" by activating a separate, ultra-low flow emergency fuel injector (e.g., a single small auxiliary injector) that bypasses the annular ring (240) and delivers minimal fuel directly into a portion of the air intake, combined with a fixed, slightly open throttle plate setting. This allows the engine to operate at a very reduced, controlled power level, enabling the vehicle to be driven safely to a service location.
• Mermaid.js Diagram:

  stateDiagram-v2
      Normal_Operation --> Monitoring;
      Monitoring --> Anomaly_Detected : Critical Error
      Anomaly_Detected --> Fail_Safe_Shutoff : Stage 1
      Fail_Safe_Shutoff --> Limp_Home_Mode : Stage 2
      Limp_Home_Mode --> Service_Location : Reduced Power
      Fail_Safe_Shutoff --> Full_Shutdown : Severe/Unrecoverable Error
      Full_Shutdown --> [*]
      Monitoring: ECU actively checks sensor data
      Fail_Safe_Shutoff: Primary Fuel Valve Closed
      Limp_Home_Mode: Auxiliary Injector + Fixed Throttle
  

---

Derivatives of Claim 7: A fuel injection throttle body for a non-carbureted internal combustion engine, comprising: a plurality of air intakes that extend between an upper end of said fuel injection throttle body and a lower end wherein airflow moves through from said upper end to said lower end; each air intake of said plurality of air intakes having a fuel port disposed in said fuel injection throttle body, and capable of receiving fuel from an electronic fuel injector; each said electronic fuel injector configured to be in fluid communication with a fuel supply; a fuel channel disposed within each said air intake, said fuel channel receiving fuel from said electronic fuel injector; a plurality of orifices disposed in an annular ring allowing said fuel to flow from said fuel channel into said air intake; wherein said fuel passes through said plurality of orifices and mixes with said airflow moving between said upper end and said lower end; a throttle shaft having a throttle plate thereon, said throttle plate rotatably disposed within said air intake; and, an electronic control unit to control said fuel from each said electronic fuel injector.

---

2.1 Material & Component Substitution

Derivative 2.1.1: Multi-Barrel Throttle Body with Variable-Geometry Annular Rings

• Enabling Description: For a throttle body (100) with a plurality of air intakes (220) (e.g., four barrels), each annular ring (240) is constructed with segments of a shape-memory alloy (e.g., Nitinol) or actuated by micro-servos, allowing for active, variable geometry. The orifices (260, 270) within each ring can change their collective orientation and effective cross-sectional area dynamically. This allows the electronic control unit (ECU) to precisely sculpt the fuel spray pattern and distribution for each individual air intake independently, optimizing for cylinder-specific air-fuel ratio, swirl, and tumble characteristics. The throttle plates (230) in each air intake are independently actuated using brushless DC motors for precise, rapid control.
• Mermaid.js Diagram:

  classDiagram
      class MultiBarrelThrottleBody {
          +Plurality_AirIntakes
          +Independent_ThrottlePlates
          +ElectronicControlUnit
      }
      class VariableGeometryAnnularRing {
          +ShapeMemoryAlloy_Segments
          +MicroServos
          +ActiveOrificeControl
      }
      class BrushlessDCMotor {
          +Precise_Actuation
      }
      MultiBarrelThrottleBody "1" -- "N" VariableGeometryAnnularRing : contains
      MultiBarrelThrottleBody "1" -- "N" BrushlessDCMotor : actuates throttle plates
      MultiBarrelThrottleBody "1" -- "N" ElectronicFuelInjector : provides fuel via port
      ElectronicControlUnit -- MultiBarrelThrottleBody : controls all components
      VariableGeometryAnnularRing -- ElectronicFuelInjector : receives fuel from
  

Derivative 2.1.2: Integrated Multi-Layer Ceramic Substrate (MLCS) Fuel Manifold

• Enabling Description: The fuel channels (250) for all plurality of air intakes are integrated into a single, compact multi-layer ceramic substrate (MLCS) manifold that forms a structural part of the throttle body. This ceramic substrate includes micro-fluidic channels etched within its layers, feeding directly to the annular rings (240) in each air intake. The "plurality of orifices" are also micro-machined directly into the ceramic surface of the MLCS, providing high precision and excellent thermal stability. Each electronic fuel injector couples directly to a corresponding channel entry point on the MLCS. This construction reduces complexity, minimizes potential leak paths, and enhances thermal management of the fuel, especially in high-temperature engine environments.
• Mermaid.js Diagram:

  graph TD
      A[External Fuel Supply] --> B(Electronic Fuel Injectors);
      B --> C{Multi-Layer Ceramic Substrate (MLCS) Manifold};
      C --> D[Micro-Fluidic Channels];
      D --> E{Annular Rings (Micro-Machined Orifices)};
      E --> F[Plurality of Air Intakes];
      F --> G[Engine Cylinders];
      H(Electronic Control Unit) -- Controls --> B;
      H -- Monitors --> F;
  

---

2.2 Operational Parameter Expansion

Derivative 2.2.1: Distributed Modular System for Large Marine Diesels

• Enabling Description: The concept of a plurality of air intakes with individual fuel injection throttle bodies is extended to very large-scale internal combustion engines, such as marine diesel engines or industrial generators. Each cylinder or pair of cylinders has its own dedicated, scaled-up throttle body module. These modules feature significantly larger air intakes (e.g., 20-50 cm diameter), robust fuel injectors capable of handling high-viscosity heavy fuel oils, and annular rings with hardened, erosion-resistant orifices. The "throttle plates" are heavy-duty, pneumatically or hydraulically actuated butterfly valves. A distributed electronic control unit (ECU) system, comprising a central master controller and local slave controllers for each module, orchestrates fuel delivery and airflow across dozens of cylinders, optimizing for load balancing, fuel efficiency, and emissions compliance under dynamic operational profiles.
• Mermaid.js Diagram:

  graph LR
      A[Central Fuel Supply] --> B(High-Capacity Fuel Pumps);
      C[Atmospheric Air Intake] --> D(Large Air Compressors);
      B --> E[Fuel Manifold (Distributed)];
      D --> F[Air Manifold (Distributed)];
      E --> G{Individual Throttle Body Modules (Per Cylinder/Pair)};
      F --> G;
      G -- Atomized Fuel/Air --> H[Marine Diesel Engine Cylinders];
      I(Master ECU) -- Commands --> J(Slave ECUs);
      J -- Controls --> G;
      J -- Monitors --> H;
  

Derivative 2.2.2: Hypersonic Scramjet Pre-Combustion Fuel Injection

• Enabling Description: The fuel injection throttle body is re-engineered for pre-combustion fuel mixing in a hypersonic scramjet engine. The "plurality of air intakes" represent distinct intake ducts operating at extreme Mach numbers. Each intake has a specially designed fuel port receiving ultra-high-pressure liquid hydrogen or hydrocarbon fuel. The "fuel channel" and "annular ring" with "plurality of orifices" are designed to inject and rapidly mix fuel into supersonic airflow, creating a uniform, combustible mixture before the combustion chamber. The "throttle plate" function is replaced by a variable-geometry intake ramp system that modulates supersonic airflow. The electronic control unit (ECU) operates at extremely high frequencies, utilizing predictive algorithms and real-time sensor data from pressure transducers and optical flame detectors to manage fuel injection and intake geometry in milliseconds to maintain stable combustion under extreme flight conditions.
• Mermaid.js Diagram:

  flowchart LR
      A[Fuel Supply (LH2/Hydrocarbon)] --> B(Ultra-High-Pressure Injectors);
      C[Supersonic Air Intake (Mach > 5)] --> D(Variable Geometry Intake Ramps);
      B --> E{Pre-Combustion Injection Unit (Per Duct)};
      D --> E;
      E --> F[Supersonic Mixers / Orifices (Annular)];
      F --> G[Scramjet Combustion Chamber];
      H(Hypersonic ECU) -- Controls --> B;
      H -- Controls --> D;
      H -- Monitors (Pressure, Optical) --> F;
  

---

2.3 Cross-Domain Application

Derivative 2.3.1: Multi-Chamber Chemical Reactor with Annular Reagent Injection

• Enabling Description: The throttle body principles are applied to a multi-chamber chemical reactor. The "plurality of air intakes" become individual reaction chambers where a primary fluid (e.g., solvent or reactant A) flows. Each chamber has an injection port for a secondary reagent (reactant B) fed by a precision pump (electronic fuel injector). A "fuel channel" and "annular ring" with orifices ensure reactant B is evenly dispersed into reactant A within each chamber. "Throttle plates" control the flow rate of reactant A in each chamber. An electronic control unit manages the stoichiometry and flow dynamics across multiple reaction chambers, optimizing reaction kinetics, yield, and product purity.
• Mermaid.js Diagram:

  graph TD
      A[Primary Fluid Supply (Reactant A)] --> B(Flow Control Valves / "Throttle Plates");
      C[Secondary Reagent Supply (Reactant B)] --> D(Precision Metering Pumps);
      B --> E{Individual Reaction Chambers};
      D --> F[Annular Reagent Injection Rings (Orifices)];
      F --> E;
      E --> G[Reaction Product Output];
      H(Electronic Control Unit - Chemical Process) -- Controls --> B;
      H -- Controls --> D;
      H -- Monitors (Sensors: pH, Temp, Concentration) --> E;
  

Derivative 2.3.2: Multi-Nozzle Fire Suppression System with Adaptive Foam/Water Mixing

• Enabling Description: This derivative transforms the throttle body into a multi-nozzle, adaptive fire suppression system. The "plurality of air intakes" are individual fire suppression conduits (e.g., sprinkler pipes) directing water or inert gas. Each conduit has a "fuel port" receiving fire-fighting foam concentrate from a proportioning pump (electronic fuel injector). An internal "fuel channel" and "annular ring" with "plurality of orifices" within each conduit ensure homogenous mixing of foam concentrate with water or gas before discharge through a nozzle. A "throttle plate" in each conduit controls the flow rate of the primary extinguishing agent. An electronic control unit, linked to fire sensors and building management systems, adaptively adjusts the foam concentration, flow rate, and spray pattern from each nozzle to optimize suppression for different fire types and scenarios.
• Mermaid.js Diagram:

  C4Context
      title Multi-Nozzle Fire Suppression System
      Person(user, "Fire Safety Operator")
      System(fire_sensors, "Fire Detection System", "Detects fire location and type.")
      System(building_management, "Building Management System", "Provides environmental data.")
      System(electronic_controller, "Adaptive Suppression ECU", "Analyzes data and controls nozzles.")
      System(water_supply, "Water Supply", "Main extinguishing agent.")
      System(foam_supply, "Foam Concentrate Supply", "Additive for specific fires.")
      System(suppression_conduits, "Fire Suppression Conduits (Plurality)", "Pipes leading to nozzles.")
      System(proportioning_pumps, "Foam Proportioning Pumps", "Acts as fuel injectors.")
      System(mixing_rings, "Annular Mixing Rings (Orifices)", "Ensures foam/water mixing.")
      System(flow_control_valves, "Flow Control Valves (Throttle Plates)", "Regulates water flow.")
      System(nozzles, "Suppression Nozzles", "Discharges mixed agent.")
  
      Rel(fire_sensors, electronic_controller, "Sends fire data to")
      Rel(building_management, electronic_controller, "Sends environmental data to")
      Rel(electronic_controller, proportioning_pumps, "Controls foam injection ratio")
      Rel(electronic_controller, flow_control_valves, "Controls water flow")
      Rel(water_supply, flow_control_valves, "Feeds")
      Rel(foam_supply, proportioning_pumps, "Feeds")
      Rel(flow_control_valves, suppression_conduits, "Feeds water to")
      Rel(proportioning_pumps, suppression_conduits, "Injects foam into")
      Rel(suppression_conduits, mixing_rings, "Contains")
      Rel(mixing_rings, nozzles, "Directs mixed agent to")
      Rel(nozzles, user, "Suppresses fire near")
  

---

2.4 Integration with Emerging Tech

Derivative 2.4.1: Blockchain-Verified Fuel Delivery and Performance Logging

• Enabling Description: Each fuel injector (120) and the electronic control unit (ECU) are equipped with secure hardware modules that interact with a blockchain network. Fuel supply quality data (octane, additives, batch number) from the fuel pump/tank is recorded on a distributed ledger via near-field communication (NFC) or QR code scan, ensuring verifiable provenance. The ECU logs engine operating parameters (fuel consumption, power output per cylinder, emissions data) as cryptographic hashes, timestamped and immutably stored on the blockchain. This allows for transparent tracking of fuel quality influence on engine performance, validates maintenance records, and ensures compliance with environmental regulations by providing an auditable history of engine operation and fuel inputs.
• Mermaid.js Diagram:

  graph LR
      A[Fuel Pump/Tank] -- Fuel Quality Data (NFC/QR) --> B(Blockchain Network);
      C[Electronic Fuel Injectors (Each Barrel)] --> D(Electronic Control Unit);
      D -- Engine Performance Data (Logs, Hashes) --> B;
      B -- Verified Provenance --> E[Supply Chain Partners];
      B -- Auditable History --> F[Regulatory Bodies];
      B -- Performance Metrics --> G[Engine Manufacturers];
      D -- Controls Fuel Flow --> H[Engine Cylinders (Plurality)];
  

Derivative 2.4.2: Real-Time Self-Calibrating & Damage-Tolerant Fuel System (IoT + AI)

• Enabling Description: The plurality of air intakes are each equipped with an array of micro-sensors (temperature, pressure, gas composition, acoustic) near the annular rings and orifices, forming an Internet of Things (IoT) network. The electronic control unit (ECU) houses an AI-driven self-calibration algorithm. This AI continuously analyzes the real-time sensor data from all individual intakes to detect minute deviations in fuel spray patterns, atomization quality, or mixture homogeneity due to partial orifice clogging, injector degradation, or external environmental factors. Upon detection, the AI dynamically adjusts the individual fuel injector pulse widths and potentially variable orifice geometries (if implemented) to compensate, maintaining optimal performance across all cylinders. In cases of partial failure (e.g., one injector or orifice set operating sub-optimally), the system re-distributes fuel and airflow among the remaining functional intakes, operating in a "damage-tolerant" mode to maximize uptime and prevent complete engine shutdown.
• Mermaid.js Diagram:

  C4Context
      title Real-Time Self-Calibrating & Damage-Tolerant Fuel System
      Person(engineer, "Service Engineer")
      System(fuel_supply, "Fuel Supply")
      System(multi_barrel_tb, "Multi-Barrel Throttle Body", "With plurality of air intakes")
      System(iot_sensors, "IoT Micro-Sensors (Array per Intake)", "Temp, Press, Gas Comp, Acoustic")
      System(electronic_control_unit, "Electronic Control Unit (ECU)", "Houses AI-driven algorithm")
      System(cloud_diagnostic, "Cloud Diagnostic Platform", "For remote monitoring & updates")
      System(engine, "Engine Cylinders")
  
      Rel(fuel_supply, multi_barrel_tb, "Provides fuel to injectors")
      Rel(multi_barrel_tb, iot_sensors, "Embeds")
      Rel(iot_sensors, electronic_control_unit, "Streams real-time data to")
      Rel(electronic_control_unit, multi_barrel_tb, "Controls injectors & throttle plates in")
      Rel(electronic_control_unit, cloud_diagnostic, "Uploads telemetry & receives updates from", "Wireless")
      Rel(multi_barrel_tb, engine, "Supplies optimized fuel/air mixture to")
      Rel(cloud_diagnostic, engineer, "Sends alerts and reports to")
  
      Boundary(internal_ai, "AI-Driven Algorithm within ECU") {
          Component(ai_detector, "Anomaly Detector", "Identifies deviations")
          Component(ai_optimizer, "Self-Calibration Optimizer", "Adjusts parameters (pulse width, orifice)")
          Component(ai_reconfig, "Damage-Tolerance Reconfiguration", "Redistributes resources upon failure")
      }
      Rel(iot_sensors, ai_detector, "Feeds data to")
      Rel(ai_detector, ai_optimizer, "Informs optimization")
      Rel(ai_detector, ai_reconfig, "Triggers reconfiguration")
      Rel(ai_optimizer, electronic_control_unit, "Provides control signals to")
      Rel(ai_reconfig, electronic_control_unit, "Provides reconfigured control signals to")
  

---

2.5 The "Inverse" or Failure Mode

Derivative 2.5.1: Redundant Annular Fuel Distribution with Sectional Shutoff

• Enabling Description: Within each air intake of the plurality, the annular ring is designed with two completely redundant fuel channels and sets of orifices (e.g., an inner ring and an outer ring). Each set is fed by independent mini-fuel channels from the primary fuel port and includes independent shutoff micro-valves. The electronic control unit (ECU) continuously monitors fuel spray patterns and atomization quality from each ring using optical or acoustic sensors. If a malfunction (e.g., clogging or damage) is detected in one set of orifices or its feeding channel, the ECU isolates and shuts off that specific redundant section using the micro-valves while seamlessly transitioning full fuel delivery to the remaining healthy section. This maintains fuel supply to the cylinder with only a minor, temporary dip in performance, providing inherent redundancy and damage tolerance.
• Mermaid.js Diagram:

  stateDiagram-v2
      [*] --> Normal_Operation_Dual_Ring
      Normal_Operation_Dual_Ring --> Monitoring_Annular_Rings : ECU monitors both
      Monitoring_Annular_Rings --> Anomaly_Detected_Inner_Ring : Inner Ring Anomaly
      Anomaly_Detected_Inner_Ring --> Isolate_Inner_Ring : Shut off Inner Ring Micro-Valves
      Isolate_Inner_Ring --> Operate_Outer_Ring_Only : Maintain Fuel with Outer Ring
      Monitoring_Annular_Rings --> Anomaly_Detected_Outer_Ring : Outer Ring Anomaly
      Anomaly_Detected_Outer_Ring --> Isolate_Outer_Ring : Shut off Outer Ring Micro-Valves
      Isolate_Outer_Ring --> Operate_Inner_Ring_Only : Maintain Fuel with Inner Ring
      Operate_Outer_Ring_Only --> Engine_Performance_Slight_Degradation
      Operate_Inner_Ring_Only --> Engine_Performance_Slight_Degradation
      Engine_Performance_Slight_Degradation --> Repair_Cycle : Schedule Maintenance
      Isolate_Inner_Ring --> [*] : If both fail, total shutdown (or limp-home)
  

---

Combination Prior Art Scenarios with Open-Source Standards

Here are three scenarios where US patent 12203434 can be combined with existing open-source standards to demonstrate obviousness or lack of novelty for future incremental improvements:

1. Combination with Open-Source Engine Management System (EMS) Firmware (e.g., Speeduino, MegaSquirt):

   • Description: The "electronic controller" (Claim 1) or "electronic control unit" (Claim 7) described in US12203434, responsible for controlling the electronic fuel injector(s) and potentially the throttle plate, could be implemented using readily available open-source engine management system (EMS) hardware designs and firmware. Projects like Speeduino or MegaSquirt provide open schematics and source code for ECUs that manage fuel injection pulse width, ignition timing, and idle air control.
   • Obviousness Argument: A person having ordinary skill in the art (POSITA) in automotive electronics would find it obvious to integrate the annular fuel distribution system of US12203434 (with its fuel ports, channels, and orifices) with an open-source EMS. The core function of an EMS is to precisely control fuel delivery based on sensor inputs (like RPM, manifold pressure, throttle position). Adapting an open-source EMS to control the specific fuel injectors and manage the airflow via the throttle plate, as described in US12203434, would be a straightforward application of existing, publicly available technology. The "annular" nature of the orifices simply dictates the physical outlet configuration for the fuel, which the EMS would control in the same fundamental way it controls any other injector. This combination would be driven by the desire for cost-effective, customizable, or community-supported engine control solutions.

2. Combination with Open-Source Computational Fluid Dynamics (CFD) Libraries (e.g., OpenFOAM, SU2):

   • Description: The "plurality of orifices disposed annularly" (Claim 1) or "in an annular ring" (Claim 7) are configured to "atomize and spray the fuel into the air intake from multiple directions" (Description, p. 5, lines 1-2) to achieve an "optimally atomized state" (Description, p. 3, lines 17-19). The design and optimization of these orifices and their arrangement can be performed using open-source computational fluid dynamics (CFD) software packages.
   • Obviousness Argument: A POSITA specializing in fluid dynamics or engine design, seeking to optimize the fuel atomization and mixing described in US12203434, would find it obvious to employ widely available open-source CFD tools (like OpenFOAM or SU2). These tools allow for detailed simulation of fluid flow, spray patterns, and mixing characteristics within the air intake, enabling engineers to model and refine the precise shapes, sizes, and angular separations of the primary and secondary fuel discharge orifices (260, 270) and the annular fuel channel (250). The use of such simulation tools to achieve an "optimally atomized state" is a standard engineering practice for fluid systems, and applying them to the specific annular orifice configuration of US12203434 would be a predictable extension of well-known techniques.

3. Combination with Open-Source CAN Bus Protocol Stack (e.g., Linux SocketCAN, FreeRTOS CAN drivers):

   • Description: The "electronic controller" (Claim 1) or "electronic control unit" (Claim 7) in US12203434 inherently needs to communicate with other vehicle systems (e.g., other sensors, dashboard, diagnostic tools). The Controller Area Network (CAN) bus is a ubiquitous standard for in-vehicle communication. Open-source CAN bus protocol stacks and driver implementations are freely available for various microcontrollers and operating systems.
   • Obviousness Argument: For a POSITA designing a fuel injection throttle body with an electronic controller, it would be self-evident to enable communication with the broader vehicle network using the industry-standard CAN bus protocol. Incorporating an open-source CAN bus stack (e.g., Linux SocketCAN for a more complex embedded system, or FreeRTOS CAN drivers for a microcontroller-based ECU) to facilitate data exchange (e.g., throttle position, fuel injector status, sensor readings) between the throttle body's ECU and other vehicle components would be a routine design choice. This ensures interoperability, diagnostic capabilities, and integration into modern vehicle architectures. The specific method of fuel injection (annular orifices) does not alter the fundamental need or means for inter-component communication via established automotive protocols.