Methods for low emission, controlled temperature combustion in engines which utilize late direct cylinder injection of fuel

• US 20040061290A1
• Filed: 09/19/2003
• Published: 04/01/2004
• Est. Priority Date: 08/08/2002
• Status: Active Grant

• Current Assignee: US Environmental Protection Agency (Government of the United States of America)
• Original Assignee: US Environmental Protection Agency (Government of the United States of America)
• Inventors: Gray, Charles L. Jr.
• Granted Patent: US 7,047,741 B2
• Time in Patent Office: Days
• US Class Current: 277/411
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 2340/04 characterised by the arrangement of an exhaust pipe, manifold or apparatus in relation to vehicle frame or particular vehicle parts
• CPC Class Codes: F01N 2340/06 characterised by the arrangement of the exhaust apparatus relative to the turbine of a turbocharger
• CPC Class Codes: F01N 2430/06 by varying fuel-air ratio, e.g. by enriching fuel-air mixture
• CPC Class Codes: F01N 3/035 with catalytic reactors , e.g. catalysed diesel particulate filters
• 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 29/0418 the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
• CPC Class Codes: F02B 37/10 at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
• CPC Class Codes: F02B 37/14 Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
• CPC Class Codes: F02B 39/10 electric
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 35/026 using an estimation
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0052 Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
• CPC Class Codes: F02D 41/144 Sensor in intake manifold
• CPC Class Codes: F02D 41/1454 the characteristics being an oxygen content or concentration or the air-fuel ratio
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02M 26/08 for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
• CPC Class Codes: F02M 26/15 in relation to engine exhaust purifying apparatus
• CPC Class Codes: F02M 26/23 Layout, e.g. schematics
• CPC Class Codes: F02M 26/35 : with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
• CPC Class Codes: F02M 26/46 : for determining the characteristics of gases, e.g. composition
• CPC Class Codes: F16J 15/3448 : the pressing force resulting from fluid pressure
• CPC Class Codes: F16J 15/42 : kept in sealing position by centrifugal force
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies

Abstract

The present invention provides a method for close control and adjustment of in-cylinder oxygen concentration levels together with boost adjustments in such a way as to minimize harmful emissions during transients in engines which utilize late direct cylinder injection of fuel. In this invention, EGR flow rates are adjusted by means of an EGR control valve in a closed loop, linked fashion together with boost pressure changes during transients, to maintain intake charge-air oxygen concentration and boost levels within critical ranges for controlled temperature, low emission combustion. Furthermore, in order to minimize harmful emissions during rapid transient changes in operating conditions, changes in fuel feed into the cylinder are made to wait for or follow changes in the boost level of charge-air into the cylinder for combustion. This addresses a problem in diesel engines, during acceleration, of having temporary fuel levels in excess of desired fuel/oxygen ratios during transients, with the result of increased PM levels from insufficient oxygen for rapid, complete combustion. In this invention, temporary fuel levels do not exceed desired fuel/oxygen ratios during transients, by means of controlling fuel feed responsive to the level of boost of charge-air being taken into the cylinder for combustion.

Claims

1. A method for combustion in a fuel combustion engine which utilizes late direct injection of fuel into a combustion chamber, comprising:

maintaining oxygen concentration in a charge-air mixture for combustion within a desired oxygen concentration range;

compressing the charge-air mixture;

determining the resulting boost pressure of the compressed charge-air mixture;

taking the compressed charge-air mixture into the combustion chamber;

directly injecting a quantity of fuel into the combustion chamber responsive to the determined boost pressure of the compressed charge-air mixture; and

combusting the fuel and charge-air mixture in the combustion chamber.

2. The method of claim 1, wherein the desired oxygen concentration range is a range located somewhere between 10% and 18%.

3. The method of claim 1, wherein the desired oxygen concentration range is a range between 12% and 14%.

4. The method of claim 1, wherein the charge-air mixture is formed by means of a low pressure EGR loop.

5. The method of claim 1, further comprising:

determining the temperature of the compressed charge-air mixture;

matching the quantity of fuel injected into the combustion chamber to the density of the charge-air mixture, as determined from the boost pressure and temperature of the compressed charge-air mixture.

6. The method of claim 5, further comprising regulating the temperature of the compressed charge-air mixture to a desired temperature range.

7. The method of claim 1, further comprising:

determining a demand for power to be produced by the engine;

compressing the charge-air mixture to a desired charge-air boost pressure corresponding to the determined demand for power; and

directly injecting a quantity of fuel into the engine cylinder, in a quantity corresponding to the desired charge-air boost pressure.

8. A method of operating an internal combustion engine, in a motor vehicle, which utilizes direct injection of fuel into a combustion chamber, comprising:

combining recirculated exhaust gas with ambient air to form a charge-air mixture;

adjusting the oxygen concentration of the charge-air mixture, if necessary, to fall within a desired oxygen concentration range;

determining a demand for power to be produced by the internal combustion engine;

determining a desired charge-air boost pressure corresponding to said demand for power;

compressing the charge-air mixture to, or nearer to, the desired charge-air boost pressure;

determining the boost pressure of the compressed charge-air mixture;

taking the compressed charge-air mixture into a cylinder of the engine for combustion;

determining a desired quantity of fuel for combustion corresponding to the determined charge-air boost pressure of the compressed charge-air mixture;

injecting the desired quantity of fuel directly into the engine cylinder; and

combusting the fuel and charge-air mixture within the engine cylinder.

9. The method according to claim 8, wherein the desired oxygen concentration range is a range located somewhere between 10% and 18%.

10. The method of claim 8, wherein the desired oxygen concentration range is a range between 12% and 14%.

11. The method of claim 8, wherein the charge-air mixture is formed by means of a low pressure EGR loop.

12. The method of claim 8, further comprising:

determining the temperature of the compressed charge-air mixture;

matching the desired quantity of fuel injected into the combustion chamber to the density of the charge-air mixture, as determined from the boost pressure and temperature of the compressed charge-air mixture.

13. The method of claim 12, further comprising regulating the temperature of the compressed charge-air mixture to a desired temperature range.

14. A direct injection internal combustion engine, comprising:

a plurality of cylinders, each cylinder providing a combustion chamber;

an exhaust gas recirculation system in operative communication with said cylinders, for combining with ambient air a portion of exhaust gas produced from said combustion chambers to form a charge-air mixture, and returning said charge-air mixture to said cylinders for combustion;

a boost system in operative communication with said exhaust gas recirculation system, for compressing said ambient air or charge-air mixture before taking in said charge-air mixture into said cylinders for combustion;

a fuel injection system in operative communication with the cylinders, for injecting fuel into each of said cylinders for combustion;

a controller for adjusting operation of the exhaust gas recirculation system, boost system and fuel injection system, programmed to;

(1) make adjustments to said exhaust gas recirculation system to control the oxygen concentration of the charge-air mixture to within a target range;

(2) make adjustments to said boost system to control the boost pressure of the charge-air mixture responsive to a demand for power from the engine; and

(3) regulate the amount of fuel injected into each cylinder responsive to the boost pressure of the charge-air mixture.

15. The engine of claim 14, wherein the amount of fuel injected into each cylinder is regulated to be directly responsive to the instant sensed boost pressure, with consideration of charge-air temperature, of the compressed charge-air mixture after compression by the boost system.

16. The engine of claim 14, wherein the target oxygen concentration range is a range located somewhere between 10% and 18%.

17. The engine of claim 14, wherein the target oxygen concentration range is a range between 12% and 14%.

18. The engine of claim 14, wherein the exhaust gas recirculation system forms the charge-air mixture by means of an exhaust exit control valve and low pressure EGR loop.

19. The engine of claim 14, wherein the fuel injection system injects fuel directly into the cylinders late in a compression stroke so as to create stratified, non-premixed combustion.

20. The engine of claim 14, wherein the controller is further programmed to determine the temperature of the compressed charge-air mixture and regulate the amount of fuel injected into each cylinder to the density of the charge-air mixture, as determined from the boost pressure and temperature of the compressed charge-air mixture.

21. The engine of claim 14, wherein the controller is further programmed to regulate the temperature of the compressed charge-air mixture to a desired temperature range.