CONTROLLED HOMOGENEOUS-CHARGE, COMPRESSION-IGNITION ENGINE

• US 20030097998A1
• Filed: 11/29/2001
• Published: 05/29/2003
• Est. Priority Date: 11/29/2001
• Status: Active Grant

• Current Assignee: United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency
• Original Assignee: United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency
• Inventors: Gray, Charles L. Jr.
• Granted Patent: US 6,578,533 B1
• Time in Patent Office: Days
• US Class Current: 123/48.0AA
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 75/042 the cylinderhead comprising a counter-piston
• CPC Class Codes: F02D 41/3041 with means for triggering compression ignition, e.g. spark plug
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An engine has a plurality of combustion cylinders with a first piston reciprocably mounted in each of the combustion cylinders in the conventional manner. The engine head has, in communication with each of the combustion cylinders, a cylindrical recess containing a reciprocably mounted second piston. On the side of the second piston opposite the combustion chamber is a control chamber with inlets and outlets for controlling movement of the second piston. The second piston is used to increase the compression ratio without appreciably reducing the expansion ratio. Alternatively, the second piston may be used as a pump to pump fluid from the control chamber. In yet another alternative method of operation, the second piston can be driven outward within the cylindrical recess to an extent which varies in accordance with power demand, thereby varying the compression ratio in accordance with the power demand.

Claims

1. An engine comprising:

a plurality of combustion cylinders;

a first piston reciprocably mounted within each of said combustion cylinders, said piston presenting a first piston face defining one boundary of a combustion chamber within said combustion cylinder;

a head covering said combustion cylinders and having a plurality of cylindrical recesses, each opening into a respective combustion cylinder;

a second piston reciprocably mounted in each of said recesses, said second piston presenting a second piston face defining a second boundary of the combustion chamber;

means for introducing a fuel-air mixture into the combustion chamber; and

means for moving said second piston from a retracted position outward in said cylindrical recess, to an extended position, after said first piston has reached a point near top dead center, at the end of each compression stroke or the beginning of the expansion stroke of said first piston, to reduce the volume of the combustion chamber and increase the compression ratio to a level causing auto-ignition of the fuel-air mixture.

2. An engine according to claim 1 further comprising:

means for sensing a power demand; and

means for controlling the extended position of said second piston and thereby controlling the compression ratio in accordance with the sensed power demand.

3. An engine according to claim 1 wherein said second piston is a double faced piston additionally presenting a third piston face defining a control chamber in cooperation with a cylindrical recess in said head.

4. An engine according to claim 3 additionally comprising:

repositioning means for returning said second piston to its retracted position between successive compression strokes of said first piston.

5. An engine according to claim 4 wherein said repositioning means comprises an exhaust duct in communication with said control chamber and a control valve in said exhaust duct.

6. An engine according to claim 5 further comprising an inlet duct in communication with said control chamber and a control valve in said inlet duct.

7. An engine according to claim 6 further comprising by-pass lines connecting with the exhaust line and inlet lines, respectively, on opposing sides of the control valve and a check valve in each of said by-pass lines.

8. An engine according to claim 1 further comprising inlet and exhaust ports in said head and poppet valves for opening and closing said inlet and exhaust ports, respectively.

9. An engine according to claim 1 wherein said first piston face has a cylindrical recess facing cylindrical recess in said head.

10. An engine according to claim 9 wherein said recesses in said first piston face and said head have the same diameter.

11. A method of operating an engine including a plurality of combustion cylinders and a first piston reciprocably mounted within each of the combustion cylinders and presenting a first piston face defining one boundary of a combustion chamber within a combustion cylinder;

a head covering the combustion cylinders and having exhaust ports and a plurality of cylindrical recesses, each of the cylindrical recesses opening into a respective combustion cylinder;

a second piston reciprocably mounted in each of the recesses; and

an engine exhaust valve for opening and closing each exhaust port, the second piston presenting a second piston face defining a second boundary of the combustion chamber, said method comprising;

introducing a fuel-air mixture into the combustion chamber;

compressing the fuel-air mixture by a compression stroke of the first piston; and

moving said second piston outward from a retracted position to an extended position within a cylindrical recess within the head, after the first piston has reached a point near top dead center at the end of each compression stroke or the beginning of the expansion stroke of said first piston, to reduce the volume of the combustion chamber and to increase the compression ratio to a level causing auto-ignition of the fuel-air mixture.

12. A method according to claim 11 further comprising:

sensing power demanded of the engine; and

controlling the extended position of the second piston and thereby controlling the compression ratio in accordance with the sensed power demand.

13. A method according to claim 11 wherein the second piston is a double faced piston additionally presenting a third piston face defining a control chamber in cooperation with the cylindrical recess in the head, and wherein said moving of the second piston includes introducing a fluid at high pressure into the control chamber to drive the second piston to its extended position.

14. A method according to claim 11 wherein said retracted position provides the combustion chamber with a volume sufficient to prevent auto-ignition of a particular homogeneous fuel-air mixture at stoichiometric conditions and the maximum expected initial, pre-compression temperature.

15. A method according to claim 11 wherein the second piston presents a third piston face defining a control chamber in cooperation with a cylindrical recess in the head and wherein the engine further includes a low pressure line connecting the control chamber to a low pressure fluid reservoir and an on/off valve located in the low pressure line, said method further comprising:

opening the on/off valve before the first piston reaches bottom dead center and before the engine exhaust valve is opened at the conclusion of a power stroke of the first piston, thereby discharging fluid from the control chamber to the low pressure reservoir and returning the second piston to its retracted position by the force of the expanding combustion gases.

16. A method according to claim 15 further comprising:

sensing power demanded of the engine; and

controlling the timing of closing the on/off valve to in turn control the extended position of the second piston and the maximum compression ratio in accordance with the sensed power demand.