US20040112329A1 - Low emissions compression ignited engine technology - Google Patents
Low emissions compression ignited engine technology Download PDFInfo
- Publication number
- US20040112329A1 US20040112329A1 US10/653,507 US65350703A US2004112329A1 US 20040112329 A1 US20040112329 A1 US 20040112329A1 US 65350703 A US65350703 A US 65350703A US 2004112329 A1 US2004112329 A1 US 2004112329A1
- Authority
- US
- United States
- Prior art keywords
- combustion chamber
- fuel
- delivering
- combustion
- set forth
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
- F02B3/08—Methods of operating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
- F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- a method for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber includes the steps of delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall, delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined pressure rise rate, and delivering a diluent into the combustion chamber sufficient to change the first predetermined pressure rise rate to a second predetermined pressure rise rate different from the first predetermined pressure rise rate.
- FIG. 16 is the block diagram of FIG. 2 including further features
- exhaust gases are delivered out the exhaust from the PM filter 206 . However, a portion of exhaust gases are rerouted to the intake conduit 128 through an EGR cooler 224 , through an EGR valve 226 , and through the turbocharger system 208 .
- FIGS. 4 a and 4 b operation of a fuel injector 156 suited for use with the present invention is shown.
- the fuel injector nozzle 154 i.e., the tip of the injector 156 , is shown in more detail.
- the fuel injector nozzle 154 includes a plurality of micro-sized holes 401 , e.g., 10, 16, 24, 32 and the like, arranged in a pattern such that a desired fuel spray 402 is achieved.
- the timing of fuel injection may be varied to improve performance during HCCI operation.
- a timing range from about 50 degrees before top dead center (TDC) to about 180 degrees before TDC is typically used to insure a near complete homogeneous mixture of fuel and fluid medium.
- VCR variable compression ratio
- FIG. 11 shows a series combination catalytic converter 1110 in which three different catalytic substrates 1133 , 1134 and 1135 are mounted in series within an individual tubular housing 1122 .
- the inner structure includes mounting each of the catalytic substrates in its own sub-can 1130 , 1131 and 1132 , respectively.
- Tubular housing 1122 may be formed from thin stainless steel and may be formed on the outlet end 1124 with an annular retaining lip 1125 that prevents the individual sub-cans from escaping through the outlet.
- the curvature of the bend which creates retaining lip 1125 may be useful as a guide when mounting the converter 1110 in an opening having a diameter very close to that of the housing 1122 .
- Each of the sub-cans 1130 , 1131 and 1132 may be held within the tubular housing 1122 by a peripheral seam weld at corners 1128 .
- the substrate 1133 may be coated with a typical deNOx catalyst, such as a combination precious metal and zeolite catalyst.
- the substrate 1134 may be coated with a catalyst appropriate to target secondary undesirable nitrogen compounds existing in the exhaust after exiting the substrate 1133 .
- the exhaust contains very low levels of NOx compounds and even less undesirable secondary nitrogen compounds which would otherwise become NOx compounds after proceeding through an oxidation catalyst.
- the substrate 1135 may be coated with an oxidation catalyst to promote the conversion of any existing HC and CO into carbon dioxide and water. Only small amounts of the exhaust are turned back into undesirable NOx compounds after passing through oxidation catalyst substrate 1135 .
- the exhaust Upon exiting the converter 1110 at the outlet 1124 , the exhaust has acceptable levels of both HC and NOx.
- FIGS. 12 - 14 exemplary variations of the turbocharger system 208 are shown. Discussion of the components of FIGS. 12 - 14 is provided below, with new element labeling to provide further clarification of various air systems.
- the compressor 1308 may include a compressor wheel 1318 carried by the shaft 1314 .
- rotation of the shaft 1314 by the turbine wheel 1312 in turn may cause rotation of the compressor wheel 1318 .
- the turbocharger 1304 may include an air inlet 1320 providing fluid communication between the atmosphere and the compressor 1308 and an air outlet 1322 for supplying compressed air to the intake manifold 1210 of the engine 1204 .
- the turbocharger 1304 may also include an exhaust outlet 1324 for receiving exhaust fluid from the turbine 1306 and providing fluid communication with the atmosphere.
- the first compressor 1408 may include a compressor wheel 1420 carried by the shaft 1416
- the second compressor 1410 may include a compressor wheel 1422 carried by the shaft 1416 .
- rotation of the shaft 1416 by the turbine wheel 1414 in turn may cause rotation of the first and second compressor wheels 1420 , 1422 .
- the first and second compressors 1408 , 1410 may provide first and second stages of pressurization, respectively.
- the block diagram of FIG. 2 is reproduced with the addition of an oxygen sensor (O2) 1602 and a mass airflow sensor (MAF) 1604 .
- the O2 sensor 1602 may be located at some position suitable for sensing an amount of oxygen in the exhaust gases after combustion, for example at the exhaust passage 146 .
- the MAF sensor 1604 may be located at some position suitable for sensing the mass of EGR gases, for example prior to the EGR valve 226 . Alternatively, the MAF sensor 1604 may be located elsewhere, for example after the EGR valve 226 to sense a total flow of mass, e.g., EGR plus fresh air, being delivered to the engine 102 .
- the O2 and MAF sensors 1602 , 1604 may be used separately or in combination, and may deliver sensed values to the controller 164 for processing to further determine and control a rate of EGR being delivered to the engine 102 .
- the illustrated intake air separation system 1702 includes an intake air separation device 1734 disposed within the intake air separation system 1702 of the engine 1704 .
- the intake air separation device 1734 may be adapted for receiving substantially all of the engine combustion air at an air separation device inlet 1736 , i.e., an intake air inlet, and separating the same into a flow 1738 of oxygen enriched air, i.e., a permeate flow, and a flow 1740 of nitrogen enriched air, i.e., a retentate flow.
- the illustrated intake air separation device 1734 includes two inlets and two outlets. The first inlet is the intake air inlet 1736 that receives the air to be separated into an oxygen rich stream and a nitrogen rich stream.
- the intake air separation device 1734 preferably uses a plurality of selectively permeable separation membranes 1754 that separates ambient intake air into streams of oxygen enriched air and nitrogen enriched air.
- membranes 1754 are well known in the art.
- the intake air is introduced into the housing 1756 and membranes 1754 of the intake air separation device 1734 in an orientation or direction that is generally along the length of the membranes 1754 .
- the flow 1758 of intake air is transported or flows generally along the length of the intake air separation device 1734 .
- the flow 1744 of purge air is introduced into the housing 1756 and membranes 1754 in a cross flow orientation or direction such that the flow 1744 of purge air flows generally across outer surfaces of the membranes 1754 .
- the flow 1744 of purge air then exits the housing 1756 via the permeate outlet 1746 as part of the permeate flow 1738 and together with the permeated oxygen rich air.
- the retentate flow 1740 of nitrogen rich air exits from the housing 1756 via retentate outlet 1748 .
- the cylinder 1808 includes at least one intake port 1816 and at least one exhaust port 1818 , each opening to a combustion chamber 1820 .
- the intake port 1816 is coupled to an intake passageway 1822 and the exhaust port 1818 is coupled to an exhaust passageway 1824 .
- the intake port 1816 is opened and closed by an intake valve assembly 1826
- the exhaust port 1818 is opened and closed by an exhaust valve assembly 1828 .
- the intake valve assembly 1826 includes, for example, an intake valve 1830 having a head 1832 at a first end 1834 , with the head 1832 being sized and arranged to selectively close the intake port 1816 .
- a second end 1836 of the intake valve 1830 is connected to a rocker arm 1838 or any other conventional valve-actuating mechanism.
- FIG. 20 a flow diagram illustrating a method for operating a compression ignition engine 102 having a cylinder wall 120 , a piston 130 , and a head 122 defining a combustion chamber 138 is shown.
- a supply of diluent is delivered to the combustion chamber 138 sufficient to change the first predetermined combustion duration to a second predetermined combustion duration.
- the second predetermined combustion duration differs from the first predetermined combustion duration.
- the second predetermined combustion duration may be greater than the first predetermined combustion duration so that combustion is controlled over a longer period of time.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
A method and apparatus for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber. The method and apparatus includes delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall, delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined combustion duration, and delivering a diluent into the combustion chamber sufficient to change the first predetermined combustion duration to a second predetermined combustion duration different from the first predetermined combustion duration.
Description
- This invention relates generally to a method and apparatus for operating a compression ignition engine and, more particularly, to a method and apparatus for operating an engine in a homogeneous charge compression ignition mode to achieve low emissions during normal operating load conditions.
- Internal combustion engines are used extensively for a variety of purposes. The transportation infrastructure relies almost exclusively on the use of engines to provide power for mobility. Electrical power generation also relies heavily on internal combustion engines.
- The prolific use of engines in our society has created a number of issues, one of which is the ever-increasing amounts of combustion by-products being emitted. Although today's engines operate with much lower emission levels than previous generations of engines, the rapidly increasing numbers of engines being used creates the need to reduce emission levels even more.
- Governments around the world recognize this problem and are taking regulatory steps to address the emission levels of engines. For example, levels of oxides of nitrogen (NOx), hydrocarbons (HC), carbon monoxide (CO), and smoke, among others, must be reduced drastically to meet evolving government standards.
- Spark ignition engines, by the nature of their operation and the types of fuel used, tend to produce low levels of NOx and particulate emissions. Compression ignition engines, for example diesel engines, generally produce high levels of NOx and particulate emissions. Diesel engines, however, are still popular in use because they provide higher thermal efficiency than their spark-ignition counterparts, and thus offer higher power output for work applications.
- Engines that operate in homogeneous charge compression ignition (HCCI) mode have generated much interest due to the potential to operate at high fuel efficiency while generating low combustion emissions. HCCI engines differ from conventional diesel compression ignition engines in that diesel engines ignite fuel that is rich, i.e., highly concentrated in an area in a combustion chamber, while HCCI techniques create a dispersed homogeneous fuel/air mixture by the time of combustion. Combustion of a homogeneous fuel/air mixture allows an engine to operate such that emission by-products are significantly reduced.
- The theory of HCCI mode operation has not been met by the reality, however. It has proven to be extremely difficult to create a desired homogeneous mixture of fuel and air and still control operation of the engine. For example, it is very difficult to control the timing of combustion when introducing a homogeneous mixture into a combustion chamber. Past attempts by others has only resulted in partial success under low load, e.g., one half load or less, conditions. In U.S. Pat. No. 6,286,482, Flynn et al. recognize this issue and only operate an engine in PCCI mode (which is equivalent to HCCI) under low to medium load conditions. Operation switches to spark ignition mode at high loads. Yanagihara, in a paper entitled “Ignition Timing Control at Toyota ‘UNIBUS’ Combustion System”, limits engine operation to one half load to enable operation in HCCI mode.
- The present invention is directed to overcoming one or more of the problems as set forth above.
- In one aspect of the present invention a method for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber is disclosed. The method includes the steps of delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall, delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined combustion duration, and delivering a diluent into the combustion chamber sufficient to change the first predetermined combustion duration to a second predetermined combustion duration different from the first predetermined combustion duration.
- In another aspect of the present invention a method for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber is disclosed. The method includes the steps of delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall, delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined pressure rise rate, and delivering a diluent into the combustion chamber sufficient to change the first predetermined pressure rise rate to a second predetermined pressure rise rate different from the first predetermined pressure rise rate.
- In yet another aspect of the present invention a method for delivering fuel into a combustion chamber of a compression ignition engine, the combustion chamber being defined by a cylinder wall, a piston, and a head, is disclosed. The method includes the steps of delivering the fuel to a nozzle of an injector, the nozzle having a plurality of holes distributed in a desired pattern, and injecting the fuel through the nozzle holes into the combustion chamber in a predetermined spray pattern so that the fuel is dispersed throughout the combustion chamber and spaced from the cylinder wall.
- In still another aspect of the present invention an apparatus for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber is disclosed. The apparatus includes a fuel injector having a nozzle positioned to inject fuel in a dispersed pattern throughout the combustion chamber and spaced from the cylinder wall, and an air supply system for delivering at least one of an oxidant and a diluent into the combustion chamber.
- FIG. 1 is a diagrammatic illustration of an internal combustion engine suited for use with the present invention;
- FIG. 2 is a block diagram illustrating an engine including an exhaust gas recirculation (EGR) system;
- FIG. 3 is a block diagram illustrating a variation of the EGR system of FIG. 2;
- FIG. 4a is a diagrammatic illustration of a fuel spray pattern;
- FIG. 4b is another view of the fuel spray pattern of FIG. 4a;
- FIG. 5a is a partial view of an exemplary fuel injector tip;
- FIG. 5b is a diagram illustrating use of the fuel injector tip of FIG. 5a in a first mode;
- FIG. 5c is a diagram illustrating use of the fuel injector tip of FIG. 5a in a second mode;
- FIG. 6a is a graph depicting NOx and smoke emissions as a function of injection timing;
- FIG. 6b is a graph depicting HC and CO emissions as a function of injection timing;
- FIG. 7 is a graph depicting a combustion event as a function of pressure and time;
- FIG. 8 is a block diagram illustrating exhaust gases being routed from the output of an engine to the input of the engine;
- FIG. 9a is a graph depicting a combustion event as a function of cylinder pressure and crank angle degrees;
- FIG. 9b is a graph depicting a combustion event as a function of a heat release rate and crank angle degrees;
- FIG. 10 is a diagrammatic illustration of an exemplary variable compression ratio configuration;
- FIG. 11 is a diagrammatic illustration of an exemplary 3-way catalyst;
- FIG. 12 is a diagrammatic illustration of a first exemplary air assist system for an engine;
- FIG. 13 is a diagrammatic illustration of a second exemplary air assist system;
- FIG. 14 is a diagrammatic illustration of a third exemplary air assist system;
- FIG. 15 is a block diagram illustrating an exemplary control system for an engine;
- FIG. 16 is the block diagram of FIG. 2 including further features;
- FIG. 17 is a diagrammatic illustration of an exemplary membrane technology system suited for use with the present invention;
- FIG. 18 is a diagrammatic illustration of an engine having an exemplary variable valve actuation system;
- FIG. 19 is a graph depicting displacement of an intake valve as a function of crank angle degrees; and
- FIG. 20 is a flow diagram illustrating a preferred method of the present invention.
- Referring to the drawings and the specification, a method and
apparatus 100 for operating acompression ignition engine 102 is disclosed. - Referring to FIG. 1, there is shown an
engine assembly 104. Theengine assembly 104 depicts fundamental operation of acompression ignition engine 102. Additional features of theengine assembly 104 of FIG. 1, for example an exhaust gas recirculation assembly, are described below with reference to additional figures. - The
engine assembly 104 includes aplenum member 106, and anair source 108. Theplenum member 106 has aninlet opening 112, and anexit opening 110 defined therein. Theair source 108 supplies air to theinlet opening 112. Air from theair source 108 advances into aplenum chamber 114 defined in theplenum member 106 via theinlet opening 112. It is noted that the description pertaining to FIG. 1 refers to air as being the medium being provided to theengine assembly 104. However, as described below, any suitable fluid medium may be used, for example, recirculated exhaust gases combined with air, and the like. - The
engine assembly 104 further includes acylinder assembly 116. Thecylinder assembly 116 includes ablock 118 having acylinder 119 defined therein. Thecylinder 119 is defined by acylinder wall 120. Anengine head 122 is secured to theblock 118. Theengine head 122 has anintake port 124, anexhaust port 126, and afuel injector opening 154 defined therein. Anintake conduit 128 places theintake port 124 in fluid communication with the exit opening 110 of theplenum member 106. Anexhaust passage 146 places theexhaust port 126 in fluid communication with anexhaust manifold 148. - The
engine assembly 104 further includes apiston 130 which translates in thecylinder 119 in the general direction ofarrows piston 130 moves downwardly in the general direction ofarrow 136 to the position shown in FIG. 1, a connectingrod 134 urges acrankshaft 142 to rotate in the general direction ofarrow 144. Subsequently, as thecrankshaft 142 continues to rotate in the general direction ofarrow 144, thecrankshaft 142 urges the connectingrod 134 and thepiston 130 in the general direction ofarrow 132 to return thepiston 130 to the uppermost position (not shown). - The
piston 130, thecylinder wall 120, and theengine head 122 cooperate so as to define acombustion chamber 138. In particular, when thepiston 130 is advanced in the general direction ofarrow 132, the volume of thecombustion chamber 138 is decreased. On the other hand, when thepiston 130 is advanced in the general direction ofarrow 136, the volume of thecombustion chamber 138 is increased as shown in FIG. 1. - The
engine assembly 104 further includes afuel reservoir 158. Afuel pump 160 draws low pressure fuel from thefuel reservoir 158 and advances high pressure fuel to afuel injector 156 via afuel line 162. Thefuel injector 156 is positioned in theinjector opening 154 and is operable to inject a quantity of fuel into thecombustion chamber 138 through theinjector opening 154. In particular, thefuel injector 156 injects fuel into thecombustion chamber 138 upon receipt of an injector control signal on asignal line 166. Furthermore, the fuel can be any one of the following group of fuels: diesel fuel, crude oil, lubricating oil, or an emulsion of water and diesel fuel. More generally, the fuel may be any type of fuel which has a high cetane number, thus having the property of combusting readily. - It should be appreciated that the amount of fuel injected by the
fuel injector 156 controls the ratio of air to fuel, or air/fuel ratio, advanced to thecombustion chamber 138. Specifically, if it is desired to advance a leaner mixture to thecombustion chamber 138, a fuel control signal received viasignal line 166 causes thefuel injector 156 to operate so as to inject less fuel to thecombustion chamber 138. On the other hand, if it is desired to advance a richer mixture of air and fuel to thecombustion chamber 138, a fuel control signal received viasignal line 166 causes thefuel injector 156 to operate so as to advance more fuel to thecombustion chamber 138. - It is noted that other methods of introducing the fuel and air mixture to the
combustion chamber 138 may be used without deviating from the spirit and scope of the present invention. For example, the fuel may be mixed with air at any point from theair source 108 through theintake conduit 128, including upstream of a turbocharger (not shown). - An
intake valve 140 selectively places theplenum chamber 114 in fluid communication with thecombustion chamber 138. Theintake valve 140 may be actuated in a known manner by a camshaft (not shown), a pushrod (not shown), and a rocker arm (not shown) driven by rotation of thecrankshaft 142. Alternatively, theintake valve 140 may be actuated by other means, such as hydraulically, electronically, a combination of electro-hydraulically, and the like. When theintake valve 140 is placed in the open position (shown in FIG. 1), air is advanced from theintake conduit 128 to thecombustion chamber 138 via theintake port 124. When theintake valve 140 is placed in the closed position (not shown), air is prevented from advancing from theintake conduit 128 to thecombustion chamber 138 since theintake valve 140 blocks fluid flow through theintake port 124. - An
exhaust valve 152 selectively places theexhaust manifold 148 in fluid communication with thecombustion chamber 138. Theexhaust valve 152 may be actuated in a known manner by a camshaft (not shown), a pushrod (not shown), and a rocker arm (not shown) each of which are driven by the rotation of thecrankshaft 142. Alternatively, theexhaust valve 152 may be actuated by other means, such as hydraulically, electronically, a combination of electro-hydraulically, and the like. When theexhaust valve 152 is placed in the open position (not shown), exhaust gases are advanced from thecombustion chamber 138 to theexhaust manifold 148 via a fluid path that includes theexhaust port 126 and theexhaust passage 146. From theexhaust manifold 148, exhaust gases are advanced to anexhaust conduit 150. When theexhaust valve 152 is placed in the closed position (shown in FIG. 1), exhaust gases are prevented from advancing from thecombustion chamber 138 to theexhaust manifold 148 since theexhaust valve 152 blocks fluid flow through theexhaust port 126. - Combustion of the mixture of fuel and air in the
combustion chamber 138 produces a number of exhaust gases. After the mixture of fuel and air is combusted in thecombustion chamber 138, exhaust gases are advanced through theexhaust conduit 150. Included among the exhaust gases are quantities of oxides of nitrogen (NOx), hydrocarbons (HC), carbon monoxide (CO), smoke, and the like. - The
engine assembly 104 further includes acontroller 164. Thecontroller 164 is preferably a microprocessor-based engine control unit (ECU). - The
controller 164 may perform a variety of functions, including, as described above, controlling actuation of thefuel injector 156. - Referring to FIG. 2, a schematic representation of an
engine 102 having anintake conduit 128 and anexhaust passage 146 is shown. Anengine block 230 provides housing for at least onecylinder 119. FIG. 2 depicts sixcylinders 119. However, any number ofcylinders 119 could be used, for example, one, three, six, eight, ten, twelve, or any other number. Theintake conduit 128 provides an intake path for eachcylinder 119 for air, recirculated exhaust gases, or a combination thereof. Theexhaust passage 146 provides an exhaust path for eachcylinder 119 for exhaust gases. - In the embodiment shown in FIG. 2, a two-
stage turbocharger system 208 is illustrated. Theturbocharger system 208 includes afirst turbocharger stage 210 having alow pressure turbine 216 and afirst stage compressor 218. Theturbocharger system 208 also includes asecond turbocharger stage 212 having ahigh pressure turbine 214 and asecond stage compressor 220. The two-stage turbocharger system 208 operates to increase the pressure of the air and exhaust gases being delivered to thecylinders 119 via theintake conduit 128, and to maintain a desired air to fuel ratio during an extended open duration of an intake valve, which is described in more detail below. It is noted that a two-stage turbocharger system 208 is not required for operation of the present invention. Other types of turbocharger systems, such as a high pressure ratio single-stage turbocharger system, a variable geometry turbocharger system, and the like, may be used instead. - The engine assembly includes an
exhaust system 202, which in turn includes an exhaust gas recirculation (EGR)system 204. TheEGR system 204 shown in FIG. 2 is typical of a low pressure EGR system in an internal combustion engine. Variations of theEGR system 204 shown may also be used with the present invention. Furthermore, other types of EGR systems, for example, by-pass, venturi, piston-pumped, peak clipping, and back pressure, could be used as well. - An
oxidation catalyst 222 receives exhaust gases from thelow pressure turbine 216. Theoxidation catalyst 222 may also be coupled with a De-NOx catalyst to further reduce NOx emissions. A particulate matter (PM)filter 206 receives exhaust gases from theoxidation catalyst 222. Although theoxidation catalyst 222 and thePM filter 206 are shown as separate items, they may alternatively be combined into one package. - Some of the exhaust gases are delivered out the exhaust from the
PM filter 206. However, a portion of exhaust gases are rerouted to theintake conduit 128 through an EGR cooler 224, through anEGR valve 226, and through theturbocharger system 208. - FIG. 3 shows a variation of the
EGR system 204 of FIG. 2. In FIG. 3, some of the exhaust gases are routed from thelow pressure turbine 216, through theoxidation catalyst 222, and through thePM filter 206. However, a portion of exhaust gases are rerouted to theintake conduit 128 from thelow pressure turbine 216, i.e., before entering theoxidation catalyst 222, through anadditional PM filter 302, then through theEGR cooler 224,EGR valve 226, and theturbocharger system 208. Theadditional PM filter 302 may be smaller in size than thePM filter 206 in the main exhaust stream since only a portion of the exhaust gases need be filtered. In addition, by installing theadditional PM filter 302 in the return path of theEGR system 204, the packaging and routing of thefilter 302 and the associated input and output ductwork becomes more compact and manageable around the vicinity of theengine 102. - Referring to FIGS. 4a and 4 b, operation of a
fuel injector 156 suited for use with the present invention is shown. In FIG. 4a, thefuel injector nozzle 154, i.e., the tip of theinjector 156, is shown in more detail. Thefuel injector nozzle 154 includes a plurality ofmicro-sized holes 401, e.g., 10, 16, 24, 32 and the like, arranged in a pattern such that a desiredfuel spray 402 is achieved. The exemplaryfuel injector opening 154 of FIGS. 4a and 4 b reflects a 24 hole “showerhead” design, arranged such that a first set of holes injects fuel spray at a first angle of dispersion α and a second set of holes injects fuel spray at a second angle of dispersion β. For example, a first set of 8 holes injects fuel spray at an angle α equal to about 50 degrees and a second set of 16 holes injects fuel spray at an angle β equal to about 90 degrees. It is noted that any number and combination of holes, sets of holes, and angles of dispersion may be used as well without deviating from the scope of the present invention. - The design of the
fuel injector nozzle 154 of FIGS. 4a and 4 b offers the advantage of distributing thefuel spray 402 uniformly throughout desired portions of thecombustion chamber 138, in particular with respect to a particular geometry of thepiston 130. This control over thefuel spray 402 allows for fuel injection in advance of normal injection timing to allow sufficient time for the fuel and air, i.e., fluid medium, to mix homogeneously without fuel being allowed to deposit on thecylinder wall 120 prior to combustion. Preferably, thefuel spray 402 is configured to inject the fuel such that the fuel is dispersed substantially uniformly into thecombustion chamber 138 and spaced from thecylinder wall 120. More specifically, thefuel spray 402 is intended to disperse throughout thecombustion chamber 138 without any fuel contacting thecylinder wall 120, thus preventing fuel from quenching on thecylinder wall 120, which may be at a lower temperature than the remainder of thecombustion chamber 138, and thus may result in increased levels of HC and CO during combustion. - Alternative fuel injection techniques may be used with the present invention. For example, FIGS. 5a-5 c illustrate the function of a
fuel injector 156 suited for use in mixed-mode operations. More specifically, thefuel injector opening 154 includes at least oneHCCI nozzle outlet 504 and at least oneconventional nozzle outlet 506. TheHCCI nozzle outlet 504 is configured at anangle 8 from alongitudinal axis 502 of thefuel injector 156 to injectfuel spray 504 in a pattern represented by FIG. 5b. Theconventional nozzle outlet 506 is configured at an angle X from thelongitudinal axis 502 to injectfuel spray 504 in a pattern represented by FIG. 5c. - During HCCI mode operations, the
fuel spray 402 is directed downward toward thepiston 130. Injection takes place more in advance of top dead center, as can be seen by the relative position of thepiston 130 in FIG. 5b compared to FIG. 5c, which allows more time for the fuel and fluid medium, e.g., air, to combine into a homogeneous mixture. - During conventional mode operations, e.g., diesel compression mode, the
fuel spray 402 is directed more toward the sides of thecylinder 119 and injection takes place closer to top dead center, as evidenced by the position of thepiston 130 in FIG. 5c. - It is noted that variations of the injector configuration of FIG. 5a may be used without deviating from the scope of the present invention. For example, a showerhead type of output nozzle may be used in place of the
HCCI nozzle outlet 504 for HCCI operations, while theconventional nozzle outlet 506 may be employed during conventional diesel operations. Furthermore, in thefuel injector 156 of FIG. 5a, the angles θ and λ of thenozzle outlets intake conduit 128 to provide for a homogeneous mixture of fuel and air in thecombustion chamber 138. This method, however, may result in fuel condensing on thecylinder wall 120, thus contributing to oil degradation. - The timing of fuel injection may be varied to improve performance during HCCI operation. A timing range from about 50 degrees before top dead center (TDC) to about 180 degrees before TDC is typically used to insure a near complete homogeneous mixture of fuel and fluid medium. However, it is preferred to inject fuel as late as possible, i.e., closer to TDC, since excessive time for fuel presence in the
cylinder 119 results in fuel condensing on thecylinder walls 120, which in turn contaminates and degrades the engine oil. It has been shown, as depicted in FIGS. 6a and 6 b, that with a 24 hole showerhead fuel injector and no EGR an optimal injection timing of about 70 degrees before TDC may be achieved. More specifically, at about 70 degrees before TDC, levels of NOx and smoke are minimal and levels of HC and CO are greatly reduced. It has been further found that the addition of EGR may retard the optimal injection timing to about 60 degrees before TDC, thus alleviating fuel condensation even more. Further refinements in operating conditions, such as injector tip geometry, fuel dispersion patterns, EGR quantity, air intake, and the like, have enabled fuel injection in the range of from about 30 degrees before TDC to about 90 degrees before TDC, with optimal emissions reported when fuel injection occurs at about 40 degrees before TDC. - It is desired during HCCI operations to maintain a low combustion temperature. One reason is that levels of NOx are reduced at low combustion temperatures. One method for achieving low combustion temperatures is to introduce a high level of excess mass, i.e., large amounts of a fluid medium such as air, EGR, water, inert gas and the like, into the
combustion chamber 138. Using air, i.e., fresh air, as the excess mass medium requires very large amounts of air to be delivered to thecombustion chamber 138 to achieve desired excess mass levels. For example, an air to fuel ratio of about 36 to 1 or greater may be desired, corresponding to an equivalence ratio of 0.4 or less. - Alternatively, some other type of fluid medium may be used to achieve excess mass. For example, the use of EGR in place of at least a portion of fresh air may enable operation of the
engine 102 at a near stoichiometric equivalence ratio, i.e., with an air to fuel ratio of about 14.5 to 1. - EGR may also be used to control a heat release rate and a pressure rise rate within the
combustion chamber 138. For example, as thegraph 702 shown in FIG. 7 depicts, afirst plot 704 is indicative of a pressure rise rate during combustion in HCCI mode without the addition of EGR. Theplot 704 illustrates a sharp rise in pressure in thecombustion chamber 138. This sharp rise in pressure creates stresses in components such as theengine head 122. Asecond plot 706 is indicative of the pressure rise rate with EGR added. First, it is noted that the duration of combustion, i.e., the time for combustion to take place, has changed. More specifically, the combustion duration is extended. Second, it is noted that the peak pressure has changed. More specifically, the peak pressure is reduced. It has been found that the addition of EGR enables brake mean effective pressure (BMEP) levels to approach 1600 kPa. Without EGR, BMEP is limited to about 1100 kPa, i.e., about one half load. - The fluid added does not necessarily have to be EGR. More generally, the addition of a diluent such as EGR, water, carbon dioxide, nitrogen, and the like performs the function of lowering combustion temperature, limiting peak combustion pressure, and extending the duration of combustion. The diluent affects combustion by lowering the heat release rate in the
combustion chamber 138 and creating a number of interim chemical reactions during combustion which serves to extend the combustion event. It is noted that the mass of the diluent contributes to the total fluid mass in thecombustion chamber 138, the other portion of fluid mass being the oxidant, e.g., air, introduced to support combustion. -
- where CO2 (in) is an amount of carbon dioxide being returned to the engine by way of the
EGR system 204, and CO2 (ex) is an amount of carbon dioxide exhausted from theengine 102. The amount of EGR may be a significant percentage, for example 40% to 60%, under certain operating conditions. It is noted that the percentage of EGR may be quantified by some other method such as, for example, the mass of the EGR divided by the total mass in thecombustion chamber 138. - Referring to FIG. 9a, a
graph 902 of cylinder pressure vs. crank angle degrees (CAD) is shown. The plot indicates a firstpressure rise portion 906 having a rise slope which levels off, then increases in slope to a secondpressure rise portion 908. The “double-humped” curve is indicative of a homogeneous mixture during combustion, and thus defines an HCCI mode. In like manner, in FIG. 9b, agraph 904 of heat release rate vs. CAD is shown. The plot includes a first heatrelease peak portion 910, followed by a second heatrelease peak portion 912. As noted, the second heatrelease peak portion 912 is much larger in value than the first heatrelease peak portion 910. The curve serves to define an HCCI mode as well. - The excess mass may be provided by the use of high boost pressure at the
intake conduit 128, i.e., intake manifold, of theengine 102. Exemplary techniques for providing high boost pressure are described below. - Although the introduction of excess mass serves to control the pressure rise rate in the
combustion chamber 138, it is also desired to control a peak pressure during combustion. As FIG. 7 illustrates, thefirst plot 704 has a peak pressure that is higher in value than the peak pressure of thesecond plot 706. One method of controlling the peak pressure is by use of a variable compression ratio (VCR). - There are many techniques in use which provide VCR of an engine. One common strategy is to employ variable valve timing, in particular variable intake valve timing. For example, an intake valve may be kept open for a period of time into a compression cycle, for example from about 20 to about 50 degrees into compression. Variable valve timing may be accomplished by several means. Exemplary techniques may include mechanical, e.g., control of cam actuation, hydraulic, electric, electro-hydraulic, and the like.
- Another common strategy, and one that may be more effective than variable valve timing, is to vary the geometric characteristics of a cylinder. For example, as depicted in FIG. 10, a
secondary cylinder 1002 may be used in cooperation with asecondary piston 1004 to vary the effective volume of thecylinder 119. Arod 1006 connected to thesecondary piston 1004 is also connected to anactuator 1008, such as a cam actuator, a hydraulic actuator, a solenoid actuator, or other actuation device. As the position of thesecondary piston 1004 is varied in thesecondary cylinder 1002, the effective compression ratio of thepiston 130 andcylinder 119 is varied. It is noted that the example of FIG. 10 is but one of many methods by which the compression ratio of a cylinder may be varied using geometric techniques. - Preferably, to enable combustion to occur at a desired time, the VCR is varied as a function of engine speed and engine load. Typically, as speed and load increases, more fuel is delivered to the
combustion chamber 138. This additional fuel causes an increase in pressure. The VCR may be lowered as speed and load increases to help compensate for this pressure increase. An exemplary range for compression ratio may be from about 8:1 to about 16:1. For example, a compression ratio of 10:1 was used in a test engine running at about 75% load. Preferably, compression ignition rather than spark ignition is maintained during the above-referenced lower compression ratios. - Although the
engine 102 may be operating in HCCI mode and may be using a fuel such as diesel, the addition of EGR as described above, for example about 40% to about 60% EGR, enables operation at near stoichiometric. Under these conditions, it is possible to use a 3-way catalyst for further reductions in HC, CO and NOx. For example, referring to FIG. 11, an exemplary 3-way catalyst suited for use with the present invention is shown. - FIG. 11 shows a series combination
catalytic converter 1110 in which three differentcatalytic substrates tubular housing 1122. The inner structure includes mounting each of the catalytic substrates in its own sub-can 1130, 1131 and 1132, respectively.Tubular housing 1122 may be formed from thin stainless steel and may be formed on theoutlet end 1124 with anannular retaining lip 1125 that prevents the individual sub-cans from escaping through the outlet. In addition, the curvature of the bend which creates retaininglip 1125 may be useful as a guide when mounting theconverter 1110 in an opening having a diameter very close to that of thehousing 1122. Each of the sub-cans 1130, 1131 and 1132 may be held within thetubular housing 1122 by a peripheral seam weld atcorners 1128. - The
substrate 1133 may be coated with a typical deNOx catalyst, such as a combination precious metal and zeolite catalyst. Thesubstrate 1134 may be coated with a catalyst appropriate to target secondary undesirable nitrogen compounds existing in the exhaust after exiting thesubstrate 1133. After emerging from thesubstrate 1134, the exhaust contains very low levels of NOx compounds and even less undesirable secondary nitrogen compounds which would otherwise become NOx compounds after proceeding through an oxidation catalyst. Thesubstrate 1135 may be coated with an oxidation catalyst to promote the conversion of any existing HC and CO into carbon dioxide and water. Only small amounts of the exhaust are turned back into undesirable NOx compounds after passing throughoxidation catalyst substrate 1135. Upon exiting theconverter 1110 at theoutlet 1124, the exhaust has acceptable levels of both HC and NOx. - The
sub-cans ceramic substrates matting material 1129 may be mounted between the inner surface of each sub-can and the outer surface of each substrate. The edges of the individual strips ofmatting 1129 may be shielded from the corrosive effects of the exhaust by end rings 1127. Each of the sub-cans may be fixed within thetubular housing 1122 via a peripheral seam weld at theannular corners 1128. - It is noted that the above example of a 3-way catalyst is for exemplary purposes only, and that variations of the above catalyst may be used as well. Furthermore, other types of catalysts, e.g., deNOx catalysts only, oxidation catalysts only, and the like, may be used as well.
- The large amounts of excess mass, e.g., EGR, will require a significant level of boost pressure, i.e., intake manifold pressure, to deliver the excess mass into the
combustion chamber 138. For example, a boost pressure value of about 4.5 to 1 or higher may be required under full load operating conditions. That is, the pressure at the intake manifold will need to be at least 456 kPa. The achievement of this high boost pressure requires an air system capable of generating sufficient pressure. For example, the 2-stage turbocharger system 208 of FIGS. 2 and 3 illustrates one possible air system capable of generating sufficient boost pressure. - Referring to FIGS.12-14, exemplary variations of the
turbocharger system 208 are shown. Discussion of the components of FIGS. 12-14 is provided below, with new element labeling to provide further clarification of various air systems. - Referring to FIG. 12, an exemplary
air supply system 1202 for aninternal combustion engine 1204, for example, a four-stroke, diesel engine, is provided. Theinternal combustion engine 1204 includes anengine block 1206 defining a plurality ofcombustion cylinders 1208, the number of which depends upon the particular application. For example, a 4-cylinder engine would include four combustion cylinders, a 6-cylinder engine would include six combustion cylinders, etc. In the exemplary embodiment of FIG. 12, sixcombustion cylinders 1208 are shown. - The
internal combustion engine 1204 also includes anintake manifold 1210 and anexhaust manifold 1212. Theintake manifold 1210 provides fluid, for example, air or a fuel/air mixture, to thecombustion cylinders 1208. Theexhaust manifold 1212 receives exhaust fluid, for example, exhaust gas, from thecombustion cylinders 1208. Theintake manifold 1210 and theexhaust manifold 1212 are shown as a single-part construction for simplicity in the drawing. However, it should be appreciated that theintake manifold 1210 and/or theexhaust manifold 1212 may be constructed as multi-part manifolds, depending upon the particular application. - The
air supply system 1202 includes afirst turbocharger 1214 and may include asecond turbocharger 1216. The first andsecond turbochargers second turbocharger 1216 provides a first stage of pressurization and thefirst turbocharger 1214 provides a second stage of pressurization. For example, thesecond turbocharger 1216 may be a low pressure turbocharger and thefirst turbocharger 1214 may be a high pressure turbocharger. Thefirst turbocharger 1214 includes aturbine 1218 and acompressor 1220. Theturbine 1218 is fluidly connected to theexhaust manifold 1212 via anexhaust duct 1222. Theturbine 1218 includes aturbine wheel 1224 carried by ashaft 1226, which in turn may be rotatably carried by ahousing 1228, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 1212 to theturbine 1218 may include a variable nozzle (not shown) or other variable geometry arrangement adapted to control the velocity of exhaust fluid impinging on theturbine wheel 1224. - The
compressor 1220 includes acompressor wheel 1230 carried by theshaft 1226. Thus, rotation of theshaft 1226 by theturbine wheel 1224 in turn may cause rotation of thecompressor wheel 1230. - The
first turbocharger 1214 may include acompressed air duct 1232 for receiving compressed air from thesecond turbocharger 1216 and anair outlet line 1234 for receiving compressed air from thecompressor 1220 and supplying the compressed air to theintake manifold 1210 of theengine 1204. Thefirst turbocharger 1214 may also include anexhaust duct 1236 for receiving exhaust fluid from theturbine 1218 and supplying the exhaust fluid to thesecond turbocharger 1216. - The
second turbocharger 1216 may include aturbine 1238 and acompressor 1240. Theturbine 1238 may be fluidly connected to theexhaust duct 1236. Theturbine 1238 may include aturbine wheel 1242 carried by ashaft 1244, which in turn may be rotatably carried by thehousing 1228. Thecompressor 1240 may include acompressor wheel 1246 carried by theshaft 1244. Thus, rotation of theshaft 1244 by theturbine wheel 1242 may in turn cause rotation of thecompressor wheel 1246. - The
second turbocharger 1216 may include anair intake line 1248 providing fluid communication between the atmosphere and thecompressor 1240. Thesecond turbocharger 1216 may also supply compressed air to thefirst turbocharger 1214 via thecompressed air duct 1232. Thesecond turbocharger 1216 may include anexhaust outlet 1250 for receiving exhaust fluid from theturbine 1238 and providing fluid communication with the atmosphere. In an embodiment, thefirst turbocharger 1214 andsecond turbocharger 1216 may be sized to provide substantially similar compression ratios. For example, thefirst turbocharger 1214 andsecond turbocharger 1216 may both provide compression ratios of between 2 to 1 and 3 to 1, resulting in a system compression ratio of at least 4:1 with respect to atmospheric pressure. Alternatively, thesecond turbocharger 1216 may provide a compression ratio of 3 to 1 and thefirst turbocharger 1214 may provide a compression ratio of 1.5 to 1, resulting in a system compression ratio of 4.5 to 1 with respect to atmospheric pressure. - The
air supply system 1202 may include anair cooler 1252, for example, an aftercooler, between thecompressor 1220 and theintake manifold 1210. Theair cooler 1252 may extract heat from the air to lower the intake manifold temperature and increase the air density. Optionally, theair supply system 1202 may include anadditional air cooler 1254, for example, an intercooler, between thecompressor 1240 of thesecond turbocharger 1216 and thecompressor 1220 of thefirst turbocharger 1214. Alternatively, theair supply system 1202 may optionally include an additional air cooler (not shown) between theair cooler 1252 and theintake manifold 1210. The optional additional air cooler may further reduce the intake manifold temperature. - FIG. 13 is a block diagram illustrating another exemplary
air supply system 1302 for theinternal combustion engine 1204. Theair supply system 1302 may include aturbocharger 1304, for example, a high-efficiency turbocharger capable of producing at least about a 4.5 to 1 compression ratio with respect to atmospheric pressure. Theturbocharger 1304 may include aturbine 1306 and acompressor 1308. Theturbine 1306 may be fluidly connected to theexhaust manifold 1212 via anexhaust duct 1310. Theturbine 1306 may include aturbine wheel 1312 carried by ashaft 1314, which in turn may be rotatably carried by ahousing 1316, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 1212 to theturbine 1306 may include a variable nozzle (not shown), which may control the velocity of exhaust fluid impinging on theturbine wheel 1312. - The
compressor 1308 may include acompressor wheel 1318 carried by theshaft 1314. Thus, rotation of theshaft 1314 by theturbine wheel 1312 in turn may cause rotation of thecompressor wheel 1318. Theturbocharger 1304 may include anair inlet 1320 providing fluid communication between the atmosphere and thecompressor 1308 and anair outlet 1322 for supplying compressed air to theintake manifold 1210 of theengine 1204. Theturbocharger 1304 may also include anexhaust outlet 1324 for receiving exhaust fluid from theturbine 1306 and providing fluid communication with the atmosphere. - The
air supply system 1302 may include anair cooler 1326 between thecompressor 1308 and theintake manifold 1210. Optionally, theair supply system 1302 may include an additional air cooler (not shown) between theair cooler 1326 and theintake manifold 1210. - FIG. 14 is a block diagram illustrating another exemplary
air supply system 1402 for theinternal combustion engine 1204. Theair supply system 1402 may include aturbocharger 1404, for example, aturbocharger 1404 having aturbine 1406 and twocompressors turbine 1406 may be fluidly connected to theexhaust manifold 1212 via aninlet duct 1412. Theturbine 1406 may include aturbine wheel 1414 carried by ashaft 1416, which in turn may be rotatably carried by ahousing 1418, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 1212 to theturbine 1406 may include a variable nozzle (not shown), which may control the velocity of exhaust fluid impinging on theturbine wheel 1414. - The
first compressor 1408 may include acompressor wheel 1420 carried by theshaft 1416, and thesecond compressor 1410 may include acompressor wheel 1422 carried by theshaft 1416. Thus, rotation of theshaft 1416 by theturbine wheel 1414 in turn may cause rotation of the first andsecond compressor wheels second compressors - The
turbocharger 1404 may include anair intake line 1424 providing fluid communication between the atmosphere and thefirst compressor 1408 and acompressed air duct 1426 for receiving compressed air from thefirst compressor 1408 and supplying the compressed air to thesecond compressor 1410. Theturbocharger 1404 may include anair outlet line 1428 for supplying compressed air from thesecond compressor 1410 to theintake manifold 1210 of theengine 1204. Theturbocharger 1404 may also include anexhaust outlet 1430 for receiving exhaust fluid from theturbine 1406 and providing fluid communication with the atmosphere. - For example, the
first compressor 1408 andsecond compressor 1410 may both provide compression ratios of between 2 to 1 and 3 to 1, resulting in a system compression ratio of at least 4:1 with respect to atmospheric pressure. Alternatively, thesecond compressor 1410 may provide a compression ratio of 3 to 1 and thefirst compressor 1408 may provide a compression ratio of 1.5 to 1, resulting in a system compression ratio of 4.5 to 1 with respect to atmospheric pressure. - The
air supply system 1402 may include anair cooler 1432 between thesecond compressor 1410 and theintake manifold 1210. Optionally, theair supply system 1402 may include anadditional air cooler 1434 between thefirst compressor 1408 and thesecond compressor 1410 of theturbocharger 1404. Alternatively, theair supply system 1402 may optionally include an additional air cooler (not shown) between theair cooler 1432 and theintake manifold 1210. - It is noted that other types of air supply systems could be used as well. For example, an air-to-EGR cooler, a blower and turbocharger arrangement, and an electric turbocharger assist are a few of the types of air supply systems which may provide the needed boost pressure for the present invention.
- Referring to FIG. 15, a block diagram illustrating an embodiment of a control system for the present invention is shown. The
engine 102 is monitored and controlled by thecontroller 164, e.g., an electronic control module (ECM) typically used for engine monitoring and control. - A signal indicative of cylinder pressure feedback is delivered to the
controller 164 by way ofsignal line 1502 and may be used to determine an event such as a start of combustion. The cylinder pressure feedback may be sensed directly, for example by a cylinder pressure sensor (not shown), or may be derived from other sensed parameters. For example, engine speed and load parameters may be monitored and used to determine a start of combustion event. - The
controller 164 may, upon receipt of the cylinder pressure feedback signal, determine that some control of engine operations is needed. For example, it may be determined that the timing of the start of combustion should be changed. Thecontroller 164 may have several options to use for controlling engine operations. For example, thecontroller 164 may deliver a control signal viasignal line 1504 to modulate an intake manifold temperature, thecontroller 164 may deliver a control signal viasignal line 1506 to modulate a timing of actuation of an intake valve, a control signal may be delivered viasignal line 1508 to modulate a rate at which EGR is being delivered, a control signal may be delivered viasignal line 1510 to modulate a timing of injection of fuel, or a control signal may be delivered viasignal line 1512 to modulate a boost pressure value. It is understood that any combination of the above control strategies may be employed. Furthermore, other control strategies may be incorporated as well. - The complexities of engine operation due to the interactions of many variables indicates that it may be desired to configure the
controller 164 to use advanced techniques for data analysis and engine control. For example, it may be desired to incorporate a neural network (not shown) into thecontroller 164 to make control decisions based on an historical database of engine operations. - Referring to FIG. 16, the block diagram of FIG. 2 is reproduced with the addition of an oxygen sensor (O2)1602 and a mass airflow sensor (MAF) 1604. The
O2 sensor 1602 may be located at some position suitable for sensing an amount of oxygen in the exhaust gases after combustion, for example at theexhaust passage 146. TheMAF sensor 1604 may be located at some position suitable for sensing the mass of EGR gases, for example prior to theEGR valve 226. Alternatively, theMAF sensor 1604 may be located elsewhere, for example after theEGR valve 226 to sense a total flow of mass, e.g., EGR plus fresh air, being delivered to theengine 102. - The O2 and
MAF sensors controller 164 for processing to further determine and control a rate of EGR being delivered to theengine 102. - In an alternate embodiment, it may be desired to incorporate membrane technology to use nitrogen as an inert gas in place of, or in combination with, EGR as the excess mass used to control heat release rates in the
combustion chamber 138. For example, FIG. 17 depicts an exemplary intakeair separation system 1702 suited for use with the present invention. - Referring to FIG. 17, a diagrammatic illustration of an intake
air separation system 1702 for anengine 1704 is shown. The intake side of theengine 1704 includes anintake air conduit 1706, anintake manifold 1708, intakeair pressurizing device 1710, e.g., a turbocharger, and an intercooler or an air-to-air aftercooler 1716. The intakeair pressurizing device 1710 may include an exhaust gas driventurbine 1714, which in turn drives acompressor 1712. Theengine 1704 also includes amain combustion section 1720, and anexhaust system 1724. Although not shown in great detail, the typicalmain combustion section 1720 includes, among other elements, an engine block and a cylinder head forming a plurality ofcombustion cylinders 1722 therein. Associated with each of thecylinders 1722 is a fuel injector, a cylinder liner, at least one air intake port and corresponding intake valves, at least one exhaust gas port and corresponding exhaust valves, and a reciprocating piston moveable within each cylinder to define, in conjunction with the cylinder liner and cylinder head, the combustion chamber. Theexhaust system 1724 of theengine 1704 includes anexhaust manifold 1726 or split exhaust manifolds, one ormore exhaust conduits 1728, and theturbine 1714. Optionally, theexhaust system 1724 may include one or more aftertreatment devices (not shown) such as particulate traps, NOx adsorbers, oxidation and/or lean NOx catalysts, or other recent advances in exhaust gas aftertreatment. Finally, theengine 1704 includes an electronic control module (ECM) 1730, i.e., a controller, for operatively controlling the fuel injection timing and air system valve operations in response to one or more measured or sensed engine operating parameters, used as inputs to theECM 1730. - The
intake air conduit 1706 is in flow communication withintake air input 1732, thecompressor 1712 of the intakeair pressurizing device 1710, and theaftercooler 1716. Although the intakeair separation system 1702 is shown and described in conjunction with a conventional turbocharged diesel engine, the disclosedsystem 1702 is equally useful on engines with a variable geometry turbocharger (VGT) or other supercharged engines, including engines with pressure wave supercharging devices. Theintake manifold 1708 is connected to an end of theintake air conduit 1706. Aninlet pressure sensor 1718 is shown located somewhere in the intakeair separation system 1702, e.g., shown proximate theintake manifold 1708, and provides intake air pressure data to theECM 1730. Other sensors such as temperature sensors, oxygen sensors (not shown), and the like may also be incorporated within the intakeair separation system 1702 and likewise coupled as inputs to theECM 1730. In addition, various other devices such as filters, valves, actuators, bypass conduits, etc., although not shown, may also be incorporated within the intakeair separation system 1702. Any such electronically operative components such as valves and/or actuators are preferably operatively coupled to theECM 1730 and operate in response to selected engine operating parameters or conditions, including engine speed, engine load, boost pressure conditions, etc. - The illustrated intake
air separation system 1702 includes an intakeair separation device 1734 disposed within the intakeair separation system 1702 of theengine 1704. The intakeair separation device 1734 may be adapted for receiving substantially all of the engine combustion air at an airseparation device inlet 1736, i.e., an intake air inlet, and separating the same into aflow 1738 of oxygen enriched air, i.e., a permeate flow, and aflow 1740 of nitrogen enriched air, i.e., a retentate flow. The illustrated intakeair separation device 1734 includes two inlets and two outlets. The first inlet is theintake air inlet 1736 that receives the air to be separated into an oxygen rich stream and a nitrogen rich stream. The second inlet is apurge air inlet 1742 that is adapted to receive aflow 1744 of sweep air or purge air which enhances the permeation effectiveness of the intakeair separation device 1734. Thepurge air 1744 may be taken from a flow ofintake air 1758 from thecompressor 1712 and theaftercooler 1716. Alternatively, the flow ofpurge air 1744 may be a separate flow of filtered ambient air. The first outlet, orpermeate outlet 1746 of the intakeair separation device 1734 is adapted to receive thepermeate flow 1738 of oxygen enriched air combined with the flow ofpurge air 1744. - The second outlet, or
retentate outlet 1748 is adapted to receive theretentate flow 1740 of nitrogen enriched air. Preferably, the intakeair separation device 1734 is a full flow separation unit and thus there is no need for subsequent mixing of the nitrogen enrichedair flow 1740 exiting theretentate outlet 1748 with more intake air. Theretentate outlet 1748 is further in flow communication with theintake manifold 1708 of theengine 1704. Apermeate flow valve 1750 may be disposed proximate thepermeate outlet 1746. Thepermeate flow valve 1750 is preferably actuated in response to signals received fromECM 1730 which controls thepermeate flow 1738 away from the intakeair separation device 1734, and thereby controls theflow 1740 from theretentate outlet 1748 to theintake manifold 1708. More specifically, thepermeate flow valve 1750 located proximate thepermeate outlet 1746 controls both thepermeate flow 1738 and the flow ofpurge air 1744 away from intakeair separation device 1734 and thus controls the relative concentrations of nitrogen and oxygen in the air directed to theintake manifold 1708 and to thecombustion cylinders 1722. - The location of the
permeate flow valve 1750 is preferably at or proximate to thepermeate outlet 1746. Such an arrangement aids the responsiveness of theengine 1704 based on a relatively fast change in oxygen and nitrogen content of the air exiting theretentate outlet 1748 into theintake manifold 1708 when thepermeate flow valve 1750 is actuated, e.g., opened or closed, during transient operating conditions. Selective operation of thepermeate flow valve 1750 allows theengine 1704 to operate in essentially three different charge air modes, namely nitrogen enriched mode, i.e., valve partially or fully open, standard intake air mode, i.e., valve closed for selected length of time, and transient oxygen enriched mode, which occurs for a short period or duration as thepermeate flow valve 1750 is first closed. The exact location of thepermeate flow valve 1750 is preferably optimized to take advantage of the different modes of charge air, and in particular the transient charge of oxygen enriched air that occurs when thepermeate flow valve 1750 is first closed. - The intake
air separation device 1734 preferably uses a plurality of selectivelypermeable separation membranes 1754 that separates ambient intake air into streams of oxygen enriched air and nitrogen enriched air.Such membranes 1754 are well known in the art. - The intake
air separation device 1734 may include a housing orshell 1756, having theintake air inlet 1736, thepurge air inlet 1742, thepermeate outlet 1746, and theretentate outlet 1748. A plurality of selectively permeable membrane elements or fibers are disposed in a general longitudinal or helical, i.e., spiral, orientation within thehousing 1756 and potted or sealed at each end. Theair separation membranes 1754 are preferably hollow, porous, coated tubes through which selected gases such as hydrogen, helium, water vapors, carbon dioxide, and oxygen tend to permeate outwardly through the membranes at a relatively fast rate while other gases such as carbon monoxide, argon and nitrogen permeate less rapidly and are mostly retained and transported along the membrane tubes. Different gases present in theflow 1758 of intake air tend to permeate through themembrane 1754 at different relative permeation rates and generally through the sidewalls of themembrane 1754. The rate of permeation is also dependent in part on the membrane temperature, and therefore altering or controlling the temperatures of gases entering the intakeair separation device 1734 ultimately controls permeability. - The intake air is introduced into the
housing 1756 andmembranes 1754 of the intakeair separation device 1734 in an orientation or direction that is generally along the length of themembranes 1754. In this manner theflow 1758 of intake air is transported or flows generally along the length of the intakeair separation device 1734. Conversely, theflow 1744 of purge air is introduced into thehousing 1756 andmembranes 1754 in a cross flow orientation or direction such that theflow 1744 of purge air flows generally across outer surfaces of themembranes 1754. Theflow 1744 of purge air then exits thehousing 1756 via thepermeate outlet 1746 as part of thepermeate flow 1738 and together with the permeated oxygen rich air. Theretentate flow 1740 of nitrogen rich air exits from thehousing 1756 viaretentate outlet 1748. - The above description of an intake
air separation device 1734 illustrate only one example of sweep or purge air flow configurations that produce good separation results. Various other flow configurations can also be employed. The various purge flow configurations offer differences in separation performance and packaging issues and can be tailored to the specific application in which the air separation device is used. - The
compressor 1712 of the intakeair pressurizing device 1710 is used to forcibly move intake air through the membrane-based intakeair separation device 1734 in what is often referred to as the pressure mode. In like manner, theflow 1744 of purge air is received or diverted from theflow 1758 of boosted, cooled intake air and delivered to thepurge air inlet 1742. Apurge air valve 1752 operatively coupled to theECM 1730 may be used to control theflow 1744 of purge air under various operating conditions. Thus, theflow 1744 of purge air and the flow ofintake air 1758 are typically pressurized while thepermeate flow 1738 of oxygen enriched air and purge air exiting the intakeair separation device 1734 is preferably at a somewhat lower pressure, due to pressure losses incurred by flowing through the intakeair separation device 1734. This pressure gradient across themembranes 1754 enables air separation to occur. As illustrated, thepermeate flow 1738 is preferably vented to the atmosphere or otherwise fed to other parts of theengine 1704, including, but not limited to theexhaust system 1724. However, thepermeate flow 1738 may also be delivered to thecombustion cylinders 1722 to provide at least a portion of a supply of oxidant to support combustion. Theretentate flow 1740 of nitrogen enriched air is fed to theintake manifold 1708 in a generally pressurized condition, albeit at a lower pressure than the feed or intake air pressure due to losses caused by the membrane-based intakeair separation device 1734. - Referring briefly to FIG. 1, it may be desired to utilize variable valve timing to aid in performance of the present invention. For example, the temperature in the
cylinder 119 may be increased, thus assisting in control of combustion, by varying the timing of theexhaust valve 152. More specifically, by varying the timing of closing of theexhaust valve 152, some of the hot residual gases from combustion are trapped in thecombustion chamber 138 and the start of combustion for the next cycle is advanced. - It may also be desired to vary the timing of the
intake valve 140 to modulate the air to fuel ratio during acceleration of theengine 102, thus further controlling combustion. Varying the timing of closing of theintake valve 140 serves to operate theengine 102 in a Miller cycle which lowers the effective compression ratio which in turn retards the start of combustion. Varying the timing of opening of theintake valve 140 allows hot exhaust gases to flow into theintake port 124, which advances the start of combustion. - FIGS. 18 and 19 illustrate operation of an exemplary technique for achieving variable valve timing. Although the description below and FIGS.18 and 19 depict variable valve operation of the intake valve, similar principles apply to varying the timing of an exhaust valve.
- Referring to FIG. 18, a diagrammatic and cross-sectional illustration of a portion of an
internal combustion engine 1802 is shown. Acylinder head 1804 is connected to anengine block 1806. Thecylinder head 1804 houses one ormore cylinders 1808. For purposes of illustration, FIG. 18 is described below with reference to onecylinder 1808. - The
cylinder 1808 contains apiston 1810 slidably movable in thecylinder 1808. Acrankshaft 1812 is rotatably disposed within theengine block 1806. A connectingrod 1814 couples thepiston 1810 to thecrankshaft 1812 so that sliding motion of thepiston 1810 within thecylinder 1808 results in rotation of thecrankshaft 1812. Similarly, rotation of thecrankshaft 1812 results in a sliding motion of thepiston 1810. For example, an uppermost position of thepiston 1810 in thecylinder 1808 corresponds to a top dead center position of thecrankshaft 1812, and a lowermost position of thepiston 1810 in thecylinder 1808 corresponds to a bottom dead center position of thecrankshaft 1812. - As one skilled in the art will recognize, the
piston 1810 in a conventional, four-stroke engine cycle reciprocates between the uppermost position and the lowermost position during a combustion (or expansion) stroke, an exhaust stroke, an intake stroke, and a compression stroke. Meanwhile, thecrankshaft 1812 rotates from the top dead center position to the bottom dead center position during the combustion stroke, from the bottom dead center to the top dead center during the exhaust stroke, from top dead center to bottom dead center during the intake stroke, and from bottom dead center to top dead center during the compression stroke. Then, the four-stroke cycle begins again. Each piston stroke correlates to about 180° of crankshaft rotation, or crank angle. Thus, the combustion stroke may begin at about 0° crank angle, the exhaust stroke at about 180°, the intake stroke at about 360°, and the compression stroke at about 540°. - The
cylinder 1808 includes at least oneintake port 1816 and at least oneexhaust port 1818, each opening to acombustion chamber 1820. Theintake port 1816 is coupled to anintake passageway 1822 and theexhaust port 1818 is coupled to anexhaust passageway 1824. Theintake port 1816 is opened and closed by anintake valve assembly 1826, and theexhaust port 1818 is opened and closed by anexhaust valve assembly 1828. Theintake valve assembly 1826 includes, for example, anintake valve 1830 having ahead 1832 at afirst end 1834, with thehead 1832 being sized and arranged to selectively close theintake port 1816. Asecond end 1836 of theintake valve 1830 is connected to arocker arm 1838 or any other conventional valve-actuating mechanism. Theintake valve 1830 is movable between a first position permitting flow from theintake port 1816 to enter thecylinder 1808 and a second position substantially blocking flow from theintake port 1816 to thecylinder 1808. Preferably, aspring 1840 is disposed about theintake valve 1830 to bias theintake valve 1830 to the second, closed position. - A
camshaft 1842 carrying acam 1844 with one ormore lobes 1846 is arranged to operate theintake valve assembly 1826 cyclically based on the configuration of thecam 1844, thelobes 1846, and the rotation of thecamshaft 1842 to achieve a desired intake valve timing. Theexhaust valve assembly 1828 is configured in a manner similar to theintake valve assembly 1826 and is preferably operated by one of thelobes 1846 of thecam 1844. In one embodiment, theintake lobe 1846 is configured to operate theintake valve 1830 in a conventional Otto or diesel cycle, whereby theintake valve 1830 moves to the second, closed position from between about 10° before bottom dead center of the intake stroke and about 10° after bottom dead center of the compression stroke. Alternatively, theintake valve assembly 1826 and/or theexhaust valve assembly 1828 may be operated hydraulically, pneumatically, electronically, or by any combination of mechanics, hydraulics, pneumatics, and/or electronics. - In the preferred embodiment, the
intake valve assembly 1826 includes a variable intakevalve closing mechanism 1848 structured and arranged to selectively interrupt cyclical movement of and extend the closing timing of theintake valve 1830. The variable intakevalve closing mechanism 1848 may be operated hydraulically, pneumatically, electronically, mechanically, or any combination thereof. For example, the variable intakevalve closing mechanism 1848 may be selectively operated to supply hydraulic fluid, for example, at a low pressure or a high pressure, in a manner to resist closing of theintake valve 1830 by the bias of thespring 1840. That is, after theintake valve 1830 is lifted, i.e., opened, by thecam 1844, and when thecam 1844 is no longer holding theintake valve 1830 open, the hydraulic fluid may hold theintake valve 1830 open for a desired period. The desired period may change depending on the desired performance of theengine 1802. Thus, the variable intakevalve closing mechanism 1848 enables theengine 1802 to operate under a conventional Otto or diesel cycle or under a variable late-closing Miller cycle. In alternative embodiments, theintake valve 1830 may be controlled by a camless system (not shown), such as an electrohydraulic system, as is well known in the art. - As shown in FIG. 19, the
intake valve 1830 may begin to open at about 360° crank angle, that is, when thecrankshaft 1812 is at or near a top dead center position of anintake stroke 1906. The closing of theintake valve 1830 may be selectively varied from about 540° crank angle, that is, when thecrankshaft 1812 is at or near a bottom dead center position of acompression stroke 1907, to about 650° crank angle, that is, about 700 before top center of the combustion stroke. Thus, theintake valve 1830 may be held open for a majority portion of thecompression stroke 1907, that is, for the first half of thecompression stroke 1907 and a portion of the second half of thecompression stroke 1907. - A
controller 1850, e.g., an electronic control module (ECM), may be electrically connected to the variable intakevalve closing mechanism 1848. Preferably, thecontroller 1850 is configured to control operation of the variable intakevalve closing mechanism 1848 based on one or more engine conditions, for example, engine speed, load, pressure, and/or temperature in order to achieve a desired engine performance. It should be appreciated that the functions of thecontroller 1850 may be performed by a single controller or by a plurality of controllers. - Referring back to FIG. 1, it is noted that, under some operating conditions such as engine start-up and light load operation, it may be desired to operate the
engine 102 using a spark ignition system (not shown), as is well known in the art. - As an example of an application of the present invention, reference is made to FIG. 20 in which a flow diagram illustrating a method for operating a
compression ignition engine 102 having acylinder wall 120, apiston 130, and ahead 122 defining acombustion chamber 138 is shown. - In a
first control block 2002, fuel is delivered to thecombustion chamber 138 so that the fuel is dispersed substantially uniformly throughout thecombustion chamber 138 and is spaced from thecylinder wall 120. More particularly, the fuel is dispersed throughout thecombustion chamber 138 to provide a substantially homogeneous distribution, yet the fuel dispersion is controlled such that fuel does not impinge on thecylinder wall 120, which would result in fuel condensation and subsequent degradation of the lubricating oil in theengine 102. - In a
second control block 2004, sufficient oxidant is delivered to thecombustion chamber 138 to support combustion at a first predetermined combustion duration. Typically, the oxidant includes a supply of fresh air, as is well known in the art. However, the oxidant could be at least in part a supply of oxygen obtained from such means as use of membrane technology, as described above. - In a
third control block 2006, a supply of diluent is delivered to thecombustion chamber 138 sufficient to change the first predetermined combustion duration to a second predetermined combustion duration. Preferably, the second predetermined combustion duration differs from the first predetermined combustion duration. For example, the second predetermined combustion duration may be greater than the first predetermined combustion duration so that combustion is controlled over a longer period of time. - The diluent may be EGR, air, an inert gas such as nitrogen, and the like. For example, as described above, the diluent may be a gas which includes up to 40-60% EGR. As another example, the diluent may include a quantity of nitrogen obtained by means such as membrane technology, as described above. The diluent may also include a combination of gases.
- In combination with the combustion duration being changed by the addition of diluent, the diluent may also serve to change a first predetermined pressure rise rate in the
combustion chamber 138 to a second predetermined pressure rise rate. For example, the pressure rise rate during combustion may decrease from the addition of diluent. As described above, FIG. 7 serves to illustrate the change in both combustion duration and combustion pressure rise rate (and peak pressure) by the addition of a diluent. - Other aspects can be obtained from a study of the drawings, the disclosure, and the appended claims.
Claims (38)
1. A method for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber, comprising the steps of:
delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall;
delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined combustion duration; and
delivering a diluent into the combustion chamber sufficient to change the first predetermined combustion duration to a second predetermined combustion duration different from the first predetermined combustion duration.
2. A method, as set forth in claim 1 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering a substantially homogeneous distribution of fuel into the combustion chamber.
3. A method, as set forth in claim 1 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering fuel into the combustion chamber such that fuel does not impinge on the cylinder wall.
4. A method, as set forth in claim 1 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of injecting fuel in at least one pattern indicative of a desired angle of dispersion.
5. A method, as set forth in claim 4 , wherein injecting fuel in at least one pattern includes the step of injecting fuel in at least one pattern with respect to a geometry of the piston.
6. A method, as set forth in claim 4 , wherein injecting fuel in at least one pattern includes the step of injecting a first portion of fuel at a first angle of dispersion and injecting a second portion of fuel at a second angle of dispersion.
7. A method, as set forth in claim 4 , wherein injecting fuel in at least one pattern includes the step of injecting fuel through a nozzle of an injector having a plurality of holes arranged to inject fuel in at least one pattern.
8. A method, as set forth in claim 4 , wherein injecting fuel in at least one pattern includes the step of injecting fuel in a plurality of predetermined patterns.
9. A method, as set forth in claim 8 , wherein injecting fuel in a plurality of predetermined patterns includes the step of injecting fuel at a plurality of predetermined angles of dispersion.
10. A method, as set forth in claim 7 , wherein injecting fuel through a nozzle of an injector includes the step of injecting fuel through a plurality of micro-sized holes arranged on the nozzle such that fuel is injected in a plurality of predetermined patterns.
11. A method, as set forth in claim 1 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering fuel into the combustion chamber in the range of about 50 degrees before top dead center to about 180 degrees before top dead center.
12. A method, as set forth in claim 11 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering fuel into the combustion chamber in the range of about 60 degrees before top dead center to about 70 degrees before top dead center.
13. A method, as set forth in claim 1 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering fuel into the combustion chamber in the range of about 30 degrees before top dead center to about 90 degrees before top dead center.
14. A method, as set forth in claim 13 , wherein delivering fuel substantially uniformly into the combustion chamber includes the step of delivering fuel into the combustion chamber in the range of about 40 degrees before top dead center.
15. A method, as set forth in claim 1 , wherein delivering an oxidant includes the step of delivering a quantity of fresh air into the combustion chamber.
16. A method, as set forth in claim 1 , wherein delivering an oxidant includes the step of delivering a quantity of oxygen into the combustion chamber.
17. A method, as set forth in claim 16 , wherein delivering a quantity of oxygen includes the steps of:
providing a quantity of fresh air;
separating a quantity of oxygen from the fresh air; and
delivering the oxygen into the combustion chamber.
18. A method, as set forth in claim 1 , wherein delivering a diluent into the combustion chamber includes the step of delivering a diluent comprised of at least one of air, nitrogen, and recirculated exhaust gas.
19. A method, as set forth in claim 1 , wherein delivering a diluent into the combustion chamber includes the step of delivering a diluent having at least a portion of recirculated exhaust gas.
20. A method, as set forth in claim 19 , wherein delivering a diluent having at least a portion of recirculated exhaust gas includes the step of delivering a diluent which includes recirculated exhaust gas from about 40 to about 60 percent of a total quantity of exhaust gas.
21. A method, as set froth in claim 1 , wherein delivering a diluent into the combustion chamber includes the step of delivering a diluent having at least a portion of nitrogen.
22. A method, as set forth in claim 21 , wherein delivering a diluent having at least a portion of nitrogen includes the steps of:
providing a quantity of fresh air;
separating a quantity of nitrogen from the fresh air; and
delivering the nitrogen into the combustion chamber.
23. A method, as set forth in claim 1 , wherein delivering a diluent sufficient to change the first predetermined combustion duration to a second predetermined combustion duration includes the step of delivering a diluent sufficient to change the first predetermined combustion duration to a second predetermined combustion duration having a value greater than the first predetermined combustion duration.
24. A method, as set forth in claim 1 , wherein delivering a diluent into the combustion chamber includes the step of delivering a diluent into the combustion chamber sufficient to change a first predetermined pressure rise rate to a second predetermined pressure rise rate different from the first predetermined pressure rise rate.
25. A method, as set forth in claim 24 , wherein delivering a diluent into the combustion chamber sufficient to change a first predetermined pressure rise rate to a second predetermined pressure rise rate includes the step of delivering a diluent into the combustion chamber sufficient to change a first predetermined pressure rise rate to a second predetermined pressure rise rate having a value less than the first predetermined pressure rise rate.
26. A method for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber, comprising the steps of:
delivering fuel substantially uniformly into the combustion chamber, the fuel being dispersed throughout the combustion chamber and spaced from the cylinder wall;
delivering an oxidant into the combustion chamber sufficient to support combustion at a first predetermined pressure rise rate; and
delivering a diluent into the combustion chamber sufficient to change the first predetermined pressure rise rate to a second predetermined pressure rise rate different from the first predetermined pressure rise rate.
27. A method, as set forth in claim 26 , wherein delivering a diluent into the combustion chamber includes the step of delivering a diluent into the combustion chamber sufficient to change a first predetermined combustion duration to a second predetermined combustion duration different from the first predetermined combustion duration.
28. A method, as set forth in claim 26 , wherein the second predetermined pressure rise rate is less than the first predetermined pressure rise rate.
29. A method, as set forth in claim 27 , wherein the second predetermined combustion duration is greater than the first predetermined combustion duration.
30. A method for delivering fuel into a combustion chamber of a compression ignition engine, the combustion chamber being defined by a cylinder wall, a piston, and a head, comprising the steps of:
delivering the fuel to a nozzle of an injector, the nozzle having a plurality of holes distributed in a desired pattern; and
injecting the fuel through the nozzle holes into the combustion chamber in a predetermined spray pattern so that the fuel is dispersed throughout the combustion chamber and spaced from the cylinder wall.
31. An apparatus for operating a compression ignition engine having a cylinder wall, a piston, and a head defining a combustion chamber, comprising:
a fuel injector having a nozzle positioned to inject fuel in a dispersed pattern throughout the combustion chamber and spaced from the cylinder wall; and
an air supply system for delivering at least one of an oxidant and a diluent into the combustion chamber.
32. An apparatus, as set forth in claim 31 , wherein the fuel injector nozzle includes a plurality of holes configured to inject a substantially homogeneous distribution of fuel into the combustion chamber such that fuel does not impinge on the cylinder wall.
33. An apparatus, as set forth in claim 31 , wherein the air supply system is configured to deliver an oxidant into the combustion chamber sufficient to support combustion at a first predetermined combustion duration and at a first predetermined pressure rise rate.
34. An apparatus, as set forth in claim 33 , wherein the air supply system is configured to deliver a diluent into the combustion chamber sufficient to change the first predetermined combustion duration to a second increased predetermined combustion duration, and to change the first predetermined pressure rise rate to a second decreased pressure rise rate.
35. An apparatus, as set forth in claim 31 , wherein the air supply system includes:
an air source; and
a turbocharger system for receiving air from the air source and providing at least one of the oxidant and the diluent at boost pressures sufficient for substantially homogeneous combustion.
36. An apparatus, as set forth in claim 35 , wherein a sufficient boost pressure is at least about 4 to 1.
37. An apparatus, as set forth in claim 36 , wherein a sufficient boost pressure is at least about 4.5 to 1.
38. An apparatus, as set forth in claim 35 , wherein the air supply system includes an intake air separation system for receiving a supply of air and responsively providing a supply of oxygen and nitrogen as a respective oxidant and diluent.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/653,507 US20040112329A1 (en) | 2002-12-17 | 2003-09-02 | Low emissions compression ignited engine technology |
DE10354839A DE10354839A1 (en) | 2002-12-17 | 2003-11-24 | Compression ignition engine technology with low emissions |
JP2003418718A JP2004197744A (en) | 2002-12-17 | 2003-12-16 | Technology for low emission compression ignited engine |
US11/333,391 US7198024B2 (en) | 2002-12-17 | 2006-01-17 | Low emissions compression ignited engine technology |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US43401502P | 2002-12-17 | 2002-12-17 | |
US10/653,507 US20040112329A1 (en) | 2002-12-17 | 2003-09-02 | Low emissions compression ignited engine technology |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/333,391 Division US7198024B2 (en) | 2002-12-17 | 2006-01-17 | Low emissions compression ignited engine technology |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040112329A1 true US20040112329A1 (en) | 2004-06-17 |
Family
ID=32511727
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/653,507 Abandoned US20040112329A1 (en) | 2002-12-17 | 2003-09-02 | Low emissions compression ignited engine technology |
US11/333,391 Expired - Lifetime US7198024B2 (en) | 2002-12-17 | 2006-01-17 | Low emissions compression ignited engine technology |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/333,391 Expired - Lifetime US7198024B2 (en) | 2002-12-17 | 2006-01-17 | Low emissions compression ignited engine technology |
Country Status (3)
Country | Link |
---|---|
US (2) | US20040112329A1 (en) |
JP (1) | JP2004197744A (en) |
DE (1) | DE10354839A1 (en) |
Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040050047A1 (en) * | 2002-08-21 | 2004-03-18 | Arnold Steven Don | Low speed turbo EGR |
US20050235644A1 (en) * | 2004-04-21 | 2005-10-27 | C.R.F. Societa Consortile Per Azioni | Turbo-charged diesel engine with a "long route" exhaust-gas recirculation system |
WO2006040026A1 (en) * | 2004-10-08 | 2006-04-20 | Daimlerchrysler Ag | Internal combustion engine comprising an exhaust gas recirculation device |
US20060123788A1 (en) * | 2003-05-15 | 2006-06-15 | Volvo Lastvagnar Ab | Turbo charged diesel-type piston engine and method for controlling such an engine |
US20060288978A1 (en) * | 2005-06-23 | 2006-12-28 | Kesse Mary L | Limp home operating method for internal combustion engines |
WO2008051315A1 (en) * | 2006-10-23 | 2008-05-02 | Caterpillar Inc. | Exhaust gas recirculation in a homogeneous charge compression ignition engine |
US20080105233A1 (en) * | 2006-11-08 | 2008-05-08 | Malte Koeller | Method for determining the cylinder interior pressure of an internal combustion engine |
US20090000586A1 (en) * | 2005-09-23 | 2009-01-01 | David Tonery | Air Intake System |
EP2053208A1 (en) * | 2007-10-26 | 2009-04-29 | Deere & Company | Low emission turbo compound engine system |
US20090158739A1 (en) * | 2007-12-21 | 2009-06-25 | Hans-Peter Messmer | Gas turbine systems and methods employing a vaporizable liquid delivery device |
WO2014011326A1 (en) * | 2012-07-13 | 2014-01-16 | International Engine Intellectual Property Company, Llc | System and method of controlling combustion in an engine |
US20140358404A1 (en) * | 2013-05-30 | 2014-12-04 | General Electric Company | System and method of operating an internal combustion engine |
US10323598B2 (en) | 2014-12-19 | 2019-06-18 | Innio Jenbacher Gmbh & Co Og | Method for operating a spark ignited engine |
US10911516B2 (en) | 2010-12-03 | 2021-02-02 | Salesforce.Com, Inc. | Techniques for metadata-driven dynamic content serving |
US10940954B2 (en) | 2015-09-17 | 2021-03-09 | Israel Aerospace Industries Ltd. | Multistage turbocharging system for providing constant original critical altitude pressure input to high pressure stage turbocharger |
Families Citing this family (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2389147A (en) * | 2002-05-31 | 2003-12-03 | Man B & W Diesel Ltd | I.c. engine air manifold arrangement |
JP4549222B2 (en) * | 2005-04-19 | 2010-09-22 | ヤンマー株式会社 | Direct spray diesel engine |
US7287372B2 (en) * | 2005-06-23 | 2007-10-30 | Caterpillar Inc. | Exhaust after-treatment system with in-cylinder addition of unburnt hydrocarbons |
US20070084428A1 (en) * | 2005-10-18 | 2007-04-19 | Lew Holdings, Llc | Homogeneous charge compression ignition engine and method of operating |
US7958730B2 (en) * | 2005-12-30 | 2011-06-14 | Honeywell International Inc. | Control of dual stage turbocharging |
EP1971760B1 (en) * | 2006-01-09 | 2013-07-10 | Musi Engines Limited | Internal combustion engine |
US7886522B2 (en) * | 2006-06-05 | 2011-02-15 | Kammel Refaat | Diesel gas turbine system and related methods |
US7475671B1 (en) * | 2007-12-21 | 2009-01-13 | Delphi Technologies, Inc. | Method for compensating injection timing during transient response of pre-mixed combustion |
US20080178843A1 (en) * | 2007-01-25 | 2008-07-31 | Duffy Kevin P | Combustion balancing in a homogeneous charge compression ignition engine |
US7469181B2 (en) * | 2007-01-29 | 2008-12-23 | Caterpillar Inc. | High load operation in a homogeneous charge compression ignition engine |
US7380540B1 (en) | 2007-01-29 | 2008-06-03 | Caterpillar Inc. | Dynamic control of a homogeneous charge compression ignition engine |
SE530875C2 (en) | 2007-02-15 | 2008-09-30 | Scania Cv Ab | Arrangement and procedure of an internal combustion engine |
EP2085593B1 (en) * | 2008-01-29 | 2010-06-30 | Honda Motor Co., Ltd. | Control system for internal combustion engine |
US8813718B2 (en) | 2008-12-31 | 2014-08-26 | Speed Of Air, Inc. | Internal combustion engine |
US8371118B2 (en) * | 2009-07-07 | 2013-02-12 | Ford Global Technologies, Llc | Oxidant injection to reduce turbo lag |
US8347624B2 (en) * | 2009-07-07 | 2013-01-08 | Ford Global Technologies, Llc | Oxidant injection during cold engine start |
GB0912081D0 (en) * | 2009-07-11 | 2009-08-19 | Tonery David | Combustion method and apparatus |
US8960151B2 (en) * | 2011-04-06 | 2015-02-24 | GM Global Technology Operations LLC | HCCI fuel injectors for robust auto-ignition and flame propagation |
US9670851B2 (en) * | 2011-04-28 | 2017-06-06 | International Engine Intellectual Property Company, Llc | System and method of controlling combustion in an engine having an in-cylinder pressure sensor |
US10094306B2 (en) | 2012-12-12 | 2018-10-09 | Purdue Research Foundation | Nonlinear model-based controller for premixed charge compression ignition combustion timing in diesel engines |
DE102013001098B3 (en) * | 2013-01-23 | 2014-07-03 | L'orange Gmbh | Fuel injector for use in common-rail system in motor car, has nozzle needle comprising end section that is sealingly retained in through-hole of nozzle tip, where axial bore is extended as blind hole towards near nozzle into end section |
AT516320B1 (en) * | 2014-10-06 | 2016-07-15 | Ge Jenbacher Gmbh & Co Og | Method for operating an auto-ignition internal combustion engine |
AT516289B1 (en) * | 2014-10-06 | 2016-07-15 | Ge Jenbacher Gmbh & Co Og | Method for operating an auto-ignition internal combustion engine |
US9964088B2 (en) * | 2016-01-18 | 2018-05-08 | Ford Global Technologies, Llc | Multi-hole fuel injector with sequential fuel injection |
JP6315023B2 (en) | 2016-04-20 | 2018-04-25 | トヨタ自動車株式会社 | Internal combustion engine |
US10208718B2 (en) * | 2016-12-27 | 2019-02-19 | Caterpillar Inc. | Air intake system with membrane unit for siloxane removal |
Citations (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4768481A (en) * | 1987-07-24 | 1988-09-06 | Southwest Research Institute | Process and engine using compression ignition of a homogeneous fuel-air mixture |
US5058549A (en) * | 1988-02-26 | 1991-10-22 | Toyota Jidosha Kabushiki Kaisha | Fuel swirl generation type fuel injection valve and direct fuel injection type spark ignition internal combustion engine |
US5458292A (en) * | 1994-05-16 | 1995-10-17 | General Electric Company | Two-stage fuel injection nozzle |
US5476072A (en) * | 1994-11-14 | 1995-12-19 | Guy; Evan | Fuel tolerant combustion engine with reduced knock sensitivity |
US5743243A (en) * | 1996-04-23 | 1998-04-28 | Toyota Jidosha Kubushiki Kaisha | Compression-ignition type engine |
US5829250A (en) * | 1994-08-16 | 1998-11-03 | Caterpillar Inc. | Series combination catalytic converter |
US5832880A (en) * | 1997-07-28 | 1998-11-10 | Southwest Research Institute | Apparatus and method for controlling homogeneous charge compression ignition combustion in diesel engines |
US5875743A (en) * | 1997-07-28 | 1999-03-02 | Southwest Research Institute | Apparatus and method for reducing emissions in a dual combustion mode diesel engine |
US5899389A (en) * | 1997-06-02 | 1999-05-04 | Cummins Engine Company, Inc. | Two stage fuel injector nozzle assembly |
US5996558A (en) * | 1997-05-09 | 1999-12-07 | Westport Research Inc. | Hydraulically actuated gaseous or dual fuel injector |
US6067973A (en) * | 1998-09-11 | 2000-05-30 | Caterpillar, Inc. | Method and system for late cycle oxygen injection in an internal combustion engine |
US6286482B1 (en) * | 1996-08-23 | 2001-09-11 | Cummins Engine Company, Inc. | Premixed charge compression ignition engine with optimal combustion control |
US6289884B1 (en) * | 2000-06-14 | 2001-09-18 | Caterpillar Inc. | Intake air separation system for an internal combustion engine |
US6289666B1 (en) * | 1992-10-27 | 2001-09-18 | Ginter Vast Corporation | High efficiency low pollution hybrid Brayton cycle combustor |
US6443104B1 (en) * | 2000-12-15 | 2002-09-03 | Southwest Research Institute | Engine and method for controlling homogenous charge compression ignition combustion in a diesel engine |
US6460491B1 (en) * | 2001-05-11 | 2002-10-08 | Southwest Research Institute | Method of water/fuel co-injection for emissions control during transient operating conditions of a diesel engine |
US6467257B1 (en) * | 2000-06-19 | 2002-10-22 | Southwest Research Institute | System for reducing the nitrogen oxide (NOx) and particulate matter (PM) emissions from internal combustion engines |
US6474323B1 (en) * | 1997-12-16 | 2002-11-05 | Servoject Products International | Optimized lambda and compression temperature control for compression ignition engines |
US6561157B2 (en) * | 2000-05-08 | 2003-05-13 | Cummins Inc. | Multiple operating mode engine and method of operation |
US6701886B2 (en) * | 2001-07-27 | 2004-03-09 | Institut Francais Du Petrole | Combustion control method and device for an internal-combustion engine |
US6725838B2 (en) * | 2001-10-09 | 2004-04-27 | Caterpillar Inc | Fuel injector having dual mode capabilities and engine using same |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4768560A (en) * | 1987-05-08 | 1988-09-06 | Logsdon Duane D | Pipe plugs |
JPH10238374A (en) * | 1997-02-21 | 1998-09-08 | Daihatsu Motor Co Ltd | Premixture ignition internal combustion engine and ignition timing control method |
JP3617252B2 (en) * | 1997-05-29 | 2005-02-02 | いすゞ自動車株式会社 | Compression ignition engine |
JP2000064928A (en) * | 1998-01-06 | 2000-03-03 | Mitsubishi Automob Eng Co Ltd | Fuel injection nozzle |
CN1188589C (en) * | 1998-02-23 | 2005-02-09 | 卡明斯发动机公司 | Premixed charge compression ignition engine with optimal combustion control |
JP3549779B2 (en) * | 1999-09-17 | 2004-08-04 | 日野自動車株式会社 | Internal combustion engine |
JP2001182573A (en) * | 1999-12-22 | 2001-07-06 | Nissan Diesel Motor Co Ltd | Combustion control device for internal combustion engine |
EP1138928B1 (en) * | 2000-03-27 | 2013-04-24 | Mack Trucks, Inc. | Turbocharged engine with exhaust gas recirculation |
JP2002188474A (en) * | 2000-12-15 | 2002-07-05 | Mazda Motor Corp | Control device for diesel engine with turbosupercharger |
JP2002242726A (en) * | 2001-02-14 | 2002-08-28 | Tokyo Gas Co Ltd | Premixed compression self-igniting engine |
-
2003
- 2003-09-02 US US10/653,507 patent/US20040112329A1/en not_active Abandoned
- 2003-11-24 DE DE10354839A patent/DE10354839A1/en not_active Ceased
- 2003-12-16 JP JP2003418718A patent/JP2004197744A/en active Pending
-
2006
- 2006-01-17 US US11/333,391 patent/US7198024B2/en not_active Expired - Lifetime
Patent Citations (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4768481A (en) * | 1987-07-24 | 1988-09-06 | Southwest Research Institute | Process and engine using compression ignition of a homogeneous fuel-air mixture |
US5058549A (en) * | 1988-02-26 | 1991-10-22 | Toyota Jidosha Kabushiki Kaisha | Fuel swirl generation type fuel injection valve and direct fuel injection type spark ignition internal combustion engine |
US6289666B1 (en) * | 1992-10-27 | 2001-09-18 | Ginter Vast Corporation | High efficiency low pollution hybrid Brayton cycle combustor |
US5458292A (en) * | 1994-05-16 | 1995-10-17 | General Electric Company | Two-stage fuel injection nozzle |
US5829250A (en) * | 1994-08-16 | 1998-11-03 | Caterpillar Inc. | Series combination catalytic converter |
US5476072A (en) * | 1994-11-14 | 1995-12-19 | Guy; Evan | Fuel tolerant combustion engine with reduced knock sensitivity |
US5743243A (en) * | 1996-04-23 | 1998-04-28 | Toyota Jidosha Kubushiki Kaisha | Compression-ignition type engine |
US6286482B1 (en) * | 1996-08-23 | 2001-09-11 | Cummins Engine Company, Inc. | Premixed charge compression ignition engine with optimal combustion control |
US5996558A (en) * | 1997-05-09 | 1999-12-07 | Westport Research Inc. | Hydraulically actuated gaseous or dual fuel injector |
US5899389A (en) * | 1997-06-02 | 1999-05-04 | Cummins Engine Company, Inc. | Two stage fuel injector nozzle assembly |
US5875743A (en) * | 1997-07-28 | 1999-03-02 | Southwest Research Institute | Apparatus and method for reducing emissions in a dual combustion mode diesel engine |
US5832880A (en) * | 1997-07-28 | 1998-11-10 | Southwest Research Institute | Apparatus and method for controlling homogeneous charge compression ignition combustion in diesel engines |
US6474323B1 (en) * | 1997-12-16 | 2002-11-05 | Servoject Products International | Optimized lambda and compression temperature control for compression ignition engines |
US6067973A (en) * | 1998-09-11 | 2000-05-30 | Caterpillar, Inc. | Method and system for late cycle oxygen injection in an internal combustion engine |
US6561157B2 (en) * | 2000-05-08 | 2003-05-13 | Cummins Inc. | Multiple operating mode engine and method of operation |
US6659071B2 (en) * | 2000-05-08 | 2003-12-09 | Cummins Inc. | Internal combustion engine operable in PCCI mode with early control injection and method of operation |
US6289884B1 (en) * | 2000-06-14 | 2001-09-18 | Caterpillar Inc. | Intake air separation system for an internal combustion engine |
US6467257B1 (en) * | 2000-06-19 | 2002-10-22 | Southwest Research Institute | System for reducing the nitrogen oxide (NOx) and particulate matter (PM) emissions from internal combustion engines |
US6443104B1 (en) * | 2000-12-15 | 2002-09-03 | Southwest Research Institute | Engine and method for controlling homogenous charge compression ignition combustion in a diesel engine |
US6460491B1 (en) * | 2001-05-11 | 2002-10-08 | Southwest Research Institute | Method of water/fuel co-injection for emissions control during transient operating conditions of a diesel engine |
US6701886B2 (en) * | 2001-07-27 | 2004-03-09 | Institut Francais Du Petrole | Combustion control method and device for an internal-combustion engine |
US6725838B2 (en) * | 2001-10-09 | 2004-04-27 | Caterpillar Inc | Fuel injector having dual mode capabilities and engine using same |
Cited By (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040050047A1 (en) * | 2002-08-21 | 2004-03-18 | Arnold Steven Don | Low speed turbo EGR |
US20060123788A1 (en) * | 2003-05-15 | 2006-06-15 | Volvo Lastvagnar Ab | Turbo charged diesel-type piston engine and method for controlling such an engine |
US7395668B2 (en) * | 2003-05-15 | 2008-07-08 | Volvo Lastvagnar Ab | Turbo charged diesel-type piston engine and method for controlling such an engine |
US20050235644A1 (en) * | 2004-04-21 | 2005-10-27 | C.R.F. Societa Consortile Per Azioni | Turbo-charged diesel engine with a "long route" exhaust-gas recirculation system |
US20070251235A1 (en) * | 2004-10-08 | 2007-11-01 | Wolfram Schmid | Internal combustion engine comprising an exhaust gas recirculation device |
WO2006040026A1 (en) * | 2004-10-08 | 2006-04-20 | Daimlerchrysler Ag | Internal combustion engine comprising an exhaust gas recirculation device |
WO2007001625A1 (en) * | 2005-06-23 | 2007-01-04 | Caterpillar Inc. | Limp home operating method for internal combustion engines |
US7240658B2 (en) | 2005-06-23 | 2007-07-10 | Caterpillar Inc | Limp home operating method for internal combustion engines |
US20060288978A1 (en) * | 2005-06-23 | 2006-12-28 | Kesse Mary L | Limp home operating method for internal combustion engines |
US20090000586A1 (en) * | 2005-09-23 | 2009-01-01 | David Tonery | Air Intake System |
WO2008051315A1 (en) * | 2006-10-23 | 2008-05-02 | Caterpillar Inc. | Exhaust gas recirculation in a homogeneous charge compression ignition engine |
US7809489B2 (en) * | 2006-11-08 | 2010-10-05 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Method for determining the cylinder interior pressure of an internal combustion engine |
US20080105233A1 (en) * | 2006-11-08 | 2008-05-08 | Malte Koeller | Method for determining the cylinder interior pressure of an internal combustion engine |
EP2053208A1 (en) * | 2007-10-26 | 2009-04-29 | Deere & Company | Low emission turbo compound engine system |
US20090107123A1 (en) * | 2007-10-26 | 2009-04-30 | Vuk Carl T | Low emission turbo compound engine system |
US7950231B2 (en) | 2007-10-26 | 2011-05-31 | Deere & Company | Low emission turbo compound engine system |
US20090158739A1 (en) * | 2007-12-21 | 2009-06-25 | Hans-Peter Messmer | Gas turbine systems and methods employing a vaporizable liquid delivery device |
US10911516B2 (en) | 2010-12-03 | 2021-02-02 | Salesforce.Com, Inc. | Techniques for metadata-driven dynamic content serving |
WO2014011326A1 (en) * | 2012-07-13 | 2014-01-16 | International Engine Intellectual Property Company, Llc | System and method of controlling combustion in an engine |
US20140358404A1 (en) * | 2013-05-30 | 2014-12-04 | General Electric Company | System and method of operating an internal combustion engine |
US10094324B2 (en) * | 2013-05-30 | 2018-10-09 | General Electric Company | System and method of operating an internal combustion engine |
US10323598B2 (en) | 2014-12-19 | 2019-06-18 | Innio Jenbacher Gmbh & Co Og | Method for operating a spark ignited engine |
US10940954B2 (en) | 2015-09-17 | 2021-03-09 | Israel Aerospace Industries Ltd. | Multistage turbocharging system for providing constant original critical altitude pressure input to high pressure stage turbocharger |
Also Published As
Publication number | Publication date |
---|---|
US20060112928A1 (en) | 2006-06-01 |
JP2004197744A (en) | 2004-07-15 |
US7198024B2 (en) | 2007-04-03 |
DE10354839A1 (en) | 2004-07-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7198024B2 (en) | Low emissions compression ignited engine technology | |
US6543428B1 (en) | Intake air separation system for an internal combustion engine | |
US6067973A (en) | Method and system for late cycle oxygen injection in an internal combustion engine | |
US6289884B1 (en) | Intake air separation system for an internal combustion engine | |
US7472696B2 (en) | Exhaust gas recirculation system with in-cylinder valve actuation | |
CA2376620C (en) | Low emission, diesel-cycle engine | |
US6516787B1 (en) | Use of exhaust gas as sweep flow to enhance air separation membrane performance | |
US20030015185A1 (en) | Intake air separation system for an internal combustion engine | |
US20070062180A1 (en) | Combustion engine including exhaust purification with on-board ammonia production | |
US20070068149A1 (en) | Air and fuel supply system for combustion engine with particulate trap | |
US7624569B2 (en) | Engine system including multipe engines and method of operating same | |
US6141959A (en) | Multi-cylinder air-compressing injection-type internal-combustion engine | |
US6467257B1 (en) | System for reducing the nitrogen oxide (NOx) and particulate matter (PM) emissions from internal combustion engines | |
US6439210B1 (en) | Exhaust gas reprocessing/recirculation with variable valve timing | |
US7028652B2 (en) | Device for controlling an internal combustion engine with a variable valve timing system | |
EP2039898A1 (en) | Continuously regenerating particulate filter for internal combustion engine | |
US6453893B1 (en) | Intake air separation system for an internal combustion engine | |
US20070089706A1 (en) | Air and fuel supply system for combustion engine operating in HCCI mode | |
US9181830B2 (en) | After-treatment system and method for six-stroke combustion cycle | |
US20090241519A1 (en) | Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine | |
US6102014A (en) | Exhaust gas recirculation system | |
US7261097B2 (en) | EGR system for spark-ignited gasoline engine | |
KR101974331B1 (en) | Internal combustion engine with cooled internal exhaust gas recirculation and SCR catalyst | |
GB2446916A (en) | I.c. engine exhaust system with twin turbochargers | |
US6192686B1 (en) | Exhaust gas recirculation system |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: CATERPILLAR INC., ILLINOIS Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:COLEMAN, GERALD N.;DUFFY, KEVIN P.;FLUGA, ERIC C.;AND OTHERS;REEL/FRAME:014481/0059;SIGNING DATES FROM 20030814 TO 20030815 |
|
AS | Assignment |
Owner name: U.S. DEPARTMENT OF ENERGY, DISTRICT OF COLUMBIA Free format text: CONFIRMATORY LICENSE;ASSIGNOR:CATERPILLAR INC.;REEL/FRAME:015660/0018 Effective date: 20041217 |
|
STCB | Information on status: application discontinuation |
Free format text: EXPRESSLY ABANDONED -- DURING EXAMINATION |