Internal combustion engine and working cycle

• US 20050098162A1
• Filed: 09/08/2004
• Published: 05/12/2005
• Est. Priority Date: 07/17/1996
• Status: Abandoned Application

• Current Assignee: Clyde C Bryant
• Original Assignee: Clyde C Bryant
• Inventors: Bryant, Clyde C.
• Application Number:
  US10/935,812
• Publication Number:
  US 20050098162A1
• Time in Patent Office: Days
• US Class Current: 123/559.1
• CPC Class Codes: F01B 7/12 using rockers and connecting-rods
• CPC Class Codes: F01L 1/053 overhead type
• CPC Class Codes: F01L 1/146 Push-rods
• CPC Class Codes: F01L 1/18 Rocking arms or levers
• CPC Class Codes: F01L 1/26 characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with coaxial valves F01L1/28
• CPC Class Codes: F01L 1/446 comprising a lift valve and at least one reed valve
• CPC Class Codes: F01L 2001/0537 Double overhead camshafts [DOHC]
• CPC Class Codes: F01L 2301/02 Using ceramic materials
• CPC Class Codes: F01L 3/08 Valves guides; Sealing of valve stem, e.g. sealing by lubricant
• CPC Class Codes: F01L 3/205 Reed valves
• 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 19/12 with positive ignition engines with non-timed positive ignition, and with incandescent chambers F02B9/08
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 2275/18 DOHC [Double overhead camshaft]
• CPC Class Codes: F02B 2275/32 Miller cycle
• CPC Class Codes: F02B 29/0412 Multiple heat exchangers arranged in parallel or in series
• 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 29/0475 the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
• CPC Class Codes: F02B 29/0493 Controlling the air charge temperature
• CPC Class Codes: F02B 33/06 with reciprocating-piston pumps other than simple crankcase pumps
• CPC Class Codes: F02B 33/26 : Four-stroke engines characterised by having crankcase pumps
• CPC Class Codes: F02B 33/36 : of positive-displacement type
• CPC Class Codes: F02B 33/38 : of Roots type
• CPC Class Codes: F02B 33/446 : having valves for admission of atmospheric air to engine, e.g. at starting
• CPC Class Codes: F02B 37/00 : Engines characterised by provision of pumps driven at least for part of the time by exhaust
• CPC Class Codes: F02B 37/04 : Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
• CPC Class Codes: F02B 37/16 : by bypassing charging air
• CPC Class Codes: F02B 39/10 : electric
• CPC Class Codes: F02B 75/02 : Engines characterised by their cycles, e.g. six-stroke
• CPC Class Codes: F02B 75/22 : with cylinders in V, fan, or star arrangement
• CPC Class Codes: F02B 75/32 : Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
• CPC Class Codes: F02F 2001/245 : the valve stems being orientated at an angle with the cylinder axis
• CPC Class Codes: F02F 2001/247 : the valve stems being orientated in parallel with the cylinder axis
• CPC Class Codes: F02M 26/01 : Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
• 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: Y02T 10/12 : Improving ICE efficiencies

Abstract

Invention of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method, including methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions. Methods and apparatuses for, among others, (i) producing an air charge, (ii) controlling the temperature, density and pressure of the air charge, (iii) transferring the air charge to a power cylinder of the engine such that an air charge having a weight and density selected from a range of weight and density levels ranging from below atmospheric weight and density to heavier-than-atmospheric weight and density is introduced into the power cylinder, and (iv) then compressing the air charge at a lower-than-normal compression ratio.

Claims

1-24. -24. (canceled)

25. A method of operating an internal combustion engine including at least one cylinder and a piston slidable in the cylinder, the method comprising:

supplying pressurized air from an intake manifold to an air intake port of a chamber in the cylinder;

selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston; and

operably controlling a fuel supply system to inject fuel into the chamber after the intake valve is closed.

26. The method of claim 25, wherein said selectively operating includes operating a variable intake valve closing mechanism to keep the intake valve open.

27. The method of claim 26, wherein the variable intake valve closing mechanism is operated electronically.

28. The method of claim 25, wherein the selective operation of the air intake valve is based on at least one engine condition.

29. The method of claim 25, wherein said selectively operating includes operating the intake valve to remain open for a portion of a second half of the compression stroke of the piston.

30. The method of claim 25, wherein said operably controlling a fuel supply system includes operating a fuel injector assembly electronically.

31. The method of claim 25, wherein the pressurized air is cooled before being supplied to the air intake port.

32. The method of claim 25, wherein at or after the intake valve is closed a secondary charge of pressurized air is injected into the chamber.

33. The method of claim 32, wherein the secondary charge is injected through a second air port.

34. The method of claim 32, wherein the secondary charge is cooled prior to injection.

35. A method of operating an internal combustion engine including at least one cylinder and a piston slidable in the cylinder, the method comprising:

imparting rotational movement to a first turbine and a first compressor of a first turbocharger with exhaust air flowing from an exhaust port of the cylinder;

imparting rotational movement to a second compressor;

compressing air drawn from atmosphere with the first compressor;

compressing air received from the first compressor with the second compressor;

supplying pressurized air from the second compressor to an air intake port of a chamber in the cylinder via an intake manifold;

controllably operating a fuel supply system to inject fuel directly into the chamber; and

selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the chamber and the intake manifold during a portion of a compression stroke of the piston,

wherein fuel is injected during a combustion stroke.

36. The method of claim 35, wherein fuel injection begins during the compression stroke.

37. The method of claim 35, wherein said selectively operating includes operating a variable intake valve closing mechanism to interrupt cyclical movement of the intake valve.

38. The method of claim 35, wherein the selective operation of the air intake valve is based on at least one engine condition.

39. The method of claim 35, wherein said selectively operating includes operating the intake valve to remain open for a portion of a second half of the compression stroke of the piston.

40. The method of claim 35, wherein said controllably operating a fuel supply system includes operating a fuel injector assembly electronically.

41. The method of claim 35, wherein the air is cooled prior to supplying it to the air intake port.

42. The method of claim 35, wherein at or after the intake valve is closed a secondary charge of pressurized air is injected into the chamber.

43. The method of claim 42, wherein at least part of the secondary charge is injected through the air intake port.

44. The method of claim 42, wherein at least a part of the secondary charge is injected through a second air port.

45. The method of claim 42, wherein the secondary charge is cooled prior to injection.

46. An internal combustion engine, comprising:

a block defining at least one cylinder;

a head connected with said block, said head having an air intake port and an exhaust port;

a piston slidable in each cylinder;

an air intake valve controllably movable to open and close the air intake port;

a first turbocharger including a first turbine coupled with a first compressor, the first turbine being in fluid communication with the exhaust port, the first compressor being in fluid communication with the air intake port;

a second compressor being in fluid communication with atmosphere and the first compressor;

a fuel supply system operable to controllably inject fuel into the chamber; and

a first controller configured to selectively operate the air intake valve to remain open during a portion of a compression stroke of the piston,

and a second controller configured to inject fuel into the chamber during an combustion stroke.

47. The engine of claim 46, wherein the controller is configured to operate the intake valve to remain open for a portion of a second half of the compression stroke of the piston.

48. The engine of claim 46, wherein the fuel supply system includes a fuel injector assembly.

49. The engine of claim 46, including means for cooling the air compressed by the second compressor.

50. The engine of claim 49, including means for cooling the air compressed by the first compressor.

51. An internal combustion engine, comprising:

a block defining at least one cylinder;

a head connected with said block, said head having an air intake port and an exhaust port;

a piston slidable in each cylinder;

an air intake valve assembly connectable with a cam assembly to controllably move an intake valve to open and close the air intake port;

a first turbocharger including a first turbine coupled with a first compressor, the first turbine being in fluid communication with the exhaust port and an exhaust duct, the first compressor being in fluid communication with the air intake port;

a second compressor, the second compressor being in fluid communication with atmosphere and the first compressor;

a fuel supply system operable to controllably inject fuel into the chamber; and

a variable intake valve mechanism connectable with said air intake valve.

52. The engine of claim 51, wherein said variable valve mechanism is actuated electronically.

53. The engine of claim 51, further including an air cooler between at least one of said first compressor and said second compressor.

54. The engine of claim 51, further including a second air intake port controlled by a second air intake valve.

55. The engine of claim 54, including a controller configured to open the second air intake valve at a point which is at or after the end of said portion of the compression stroke and before the end of the compression stroke.

56. The engine of claim 54, wherein the second air intake port is in fluid communication with the first compressor.

57. A method of controlling an internal combustion engine having a variable compression ratio, said engine having a block defining a cylinder, a piston slidable in said cylinder, a head connected with said block, said piston, said cylinder, and said head defining a chamber, the method comprising:

pressurizing air;

supplying said air to an intake manifold of the engine;

maintaining fluid communication between said chamber and the intake manifold during a portion of an intake stroke and through a predetermined portion of a compression stroke; and

supplying a pressurized fuel directly to the chamber during a portion of a combustion stroke.

58. The method of claim 57, further including supplying the pressurized fuel during a portion of the compression stroke.

59. The method of claim 58, wherein supplying the pressurized fuel includes supplying a pilot injection at a predetermined crank angle before a main injection.

60. The method of claim 59, wherein said main injection begins during the compression stroke.

61. The method of claim 57, wherein said predetermined portion of the compression stroke is at least a majority of the compression stroke.

62. The method of claim 57, wherein said pressurizing includes a first stage of pressurization and a second stage of pressurization.

63. The method of claim 62, further including cooling air between said first stage of pressurization and said second stage of pressurization.

64. The method of claim 57, further including cooling the pressurized air.

65. The method of claim 57, wherein pressurized air is supplied to the chamber in two charges.

66. The method of claim 65, wherein the primary charge is supplied to the chamber through a port controlled by an intake valve.

67. The method of claim 66, wherein the secondary charge is injected into the chamber during the compression stroke, at or after the intake valve is closed.

68. The method of claim 67, wherein the secondary charge is injected through a second port.

69. A method of controlling an internal combustion engine having a variable compression ratio, said engine having a block defining a cylinder, a piston slidable in said cylinder, a head connected with said block, said piston, said cylinder, and said head defining a chamber, the method comprising:

pressurizing air to a ratio of at least 4;

1 with respect to atmospheric pressure;

supplying the pressurized air to an intake manifold of the engine;

maintaining fluid communication between the chamber and the intake manifold during an intake stroke and a majority of a compression stroke; and

supplying a fuel to the chamber during at least a portion of the remaining compression stroke.

70. The method of claim 69, wherein said majority is at least 90 degrees crank angle after bottom dead center.

71. The method of claim 69, wherein said supplying fuel includes injecting a first portion of fuel a predetermined period prior to injecting a second portion of fuel.

72. The method of claim 71, wherein said injecting the second portion of fuel begins during the compression stroke and terminates during a combustion stroke.

73. The method of claim 71, further including cooling the air prior to supplying the air to the chamber.

74. A method of operating an internal combustion engine including at least one cylinder and a piston slidable in the cylinder, the method comprising:

supplying a mixture of pressurized air and recirculated exhaust gas from an intake manifold to an air intake port of a chamber in the cylinder;

selectively operating an air intake valve to open the air intake port to allow the pressurized air and exhaust gas mixture to flow between the chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston; and

operably controlling a fuel supply system to inject fuel into the chamber after the intake valve is closed.

75. The method of claim 74, wherein said selectively operating includes operating a variable intake valve closing mechanism to keep the intake valve open.

76. The method of claim 74, wherein the selective operation of the air intake valve is based on at least one engine condition.

77. The method of claim 74, wherein said selectively operating includes operating the intake valve to remain open for a portion of a second half of the compression stroke of the piston.

78. The method of claim 74, further including injecting at least a portion of the fuel during a portion of the compression stroke.

79. The method of claim 78, wherein injecting at least a portion of the fuel includes supplying a pilot injection at a predetermined crank angle before a main injection.

80. The method of claim 79, wherein said main injection begins during the compression stroke.

81. The method of claim 74, wherein supplying a mixture of pressurized air and recirculated exhaust gas includes controllably providing a quantity of exhaust gas from an exhaust gas recirculation system.

82. The method of claim 74, wherein the mixture of pressurized air and recirculated exhaust gas is cooled before being supplied to the air intake port.

83. The method of claim 74, wherein at or after the intake valve is closed a secondary charge of a mixture of pressurized air and recirculated exhaust gas is injected into the chamber.

84. The method of claim 83, wherein the secondary charge is injected through a second air port.

85. The method of claim 83, wherein the secondary charge is cooled prior to injection.

86. A variable compression ratio internal combustion engine, comprising:

an engine block defining at least one cylinder;

a head connected with said engine block, including an air intake port, and an exhaust port;

a piston slidable in each cylinder;

a chamber being defined by said head, said piston, and said cylinder;

an air intake valve controllably movable to open and close the air intake port;

an air supply system including at least one turbocharger fluidly connected to the air intake port;

an exhaust gas recirculation system operable to controllably provide a portion of exhaust gas from the exhaust port to the air supply system;

a fuel supply system operable to controllably inject fuel into the chamber at a selected timing;

a variable intake valve closing mechanism configured to keep the intake valve open by selective operation of the variable intake valve closing mechanism; and

a controller configured to operate the intake valve to remain open for a portion of a second half of a compression stroke.

87. The engine of claim 86, including a second air intake valve port, a second air intake valve controllably movable to open and close the second air intake port, and a controller operating the second air intake valve.

88. The engine of claim 87, wherein the second air intake valve is operated mechanically, electrically, or by vacuum.

89. The engine of claim 88, wherein the controller operating the second air intake valve is configured to open the second air intake valve at a point which is at or after the end of said portion of the second half of the compression stroke and before the end of the second half of the compression stroke.

90. A method of controlling an internal combustion engine having a variable compression ratio, said engine having a block defining a cylinder, a piston slidable in said cylinder, a head connected with said block, said piston, said cylinder, and said head defining a chamber, the method comprising:

pressurizing a mixture of air and recirculated exhaust gas;

supplying said air and exhaust gas mixture to an intake manifold of the engine;

maintaining fluid communication between said chamber and the intake manifold during a portion of an intake stroke and through a predetermined portion of a compression stroke; and

supplying a pressurized fuel directly to the chamber during a portion of a combustion stroke.

91. The method of claim 90, further including supplying the pressurized fuel during a portion of the compression stroke.

92. The method of claim 91, wherein supplying the pressurized fuel includes supplying a pilot injection at a predetermined crank angle before a main injection.

93. The method of claim 92, wherein said main injection begins during the compression stroke.

94. The method of claim 90, wherein said predetermined portion of the compression stroke is at least a majority of the compression stroke.

95. The method of claim 90, further including cooling the pressurized air and exhaust gas mixture.

96. The method of claim 90, wherein a pressurized mixture of air and recirculated exhaust gas is supplied to the chamber in two charges.

97. The method of claim 96, wherein the primary charge is supplied to the chamber through a port controlled by an intake valve.

98. The method of claim 97, wherein the secondary charge is injected into the chamber during the compression stroke, at or after the intake valve is closed.

99. The method of claim 98, wherein the secondary charge is injected through a second port.