INTERNAL COMBUSTION ENGINE WITH HIGH TEMPERATURE FUEL INJECTION

• US 20150053171A1
• Filed: 01/10/2014
• Published: 02/26/2015
• Est. Priority Date: 08/23/2013
• Status: Abandoned Application

• Current Assignee: EcoMotors, Inc
• Original Assignee: Transonic Combustion, Inc.
• Inventors: Sasaki, Shizuo
• Application Number:
  US14/152,895
• Publication Number:
  US 20150053171A1
• Time in Patent Office: Days
• US Class Current: 123/27.R
• CPC Class Codes: F01P 2025/30 Engine incoming fluid temperature
• CPC Class Codes: F02B 11/00 Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
• 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 29/0493 Controlling the air charge temperature
• CPC Class Codes: F02D 2200/021 Engine temperature
• CPC Class Codes: F02D 2200/0414 Air temperature
• CPC Class Codes: F02D 2200/0606 Fuel temperature
• CPC Class Codes: F02D 2200/101 Engine speed
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0057 Specific combustion modes combustion modes per se F02D41/3017
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02D 41/3041 with means for triggering compression ignition, e.g. spark plug
• CPC Class Codes: F02D 41/3064 with special control during transition between modes
• CPC Class Codes: F02D 41/401 Controlling injection timing F02D41/402 takes precedence
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: F02M 26/06 Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
• 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 26/64 : the EGR valve being operated together with an intake air throttle
• CPC Class Codes: F02M 26/70 : Flap valves; Rotary valves; Sliding valves; Resilient valves
• CPC Class Codes: F02M 31/042 : Combustion air
• CPC Class Codes: F02P 5/045 : combined with electronic control of other engine functions, e.g. fuel injection in general F02D37/02
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

Set forth herein are apparatuses and systems that utilize high temperature fuel injection to eliminate knocking within a combustion systems, and more particularly internal combustion engines. In some embodiments, the combustion system of the present invention can eliminate knocking through the use of high compression ratios and high intake boost pressures. The combustion system can have a high exhaust gas recirculation (EGR) tolerance, as well as an increased range of fuel-air ratio with improved ignitability and increased combustion speed of the system. In some embodiments, combustion in the present invention takes place using a compression ignition process, a spark assisted compression ignition process or a combination thereof.

Claims

1. A method for controlling an internal combustion engine, the method comprising:

operating the engine in a spark ignition zone at a low load, the low load being less than a load threshold; and

operating the engine in a compression ignition zone at a high load, the high load being greater than the load threshold,

wherein the load threshold increases with one or more of increased engine speed, reduced engine coolant temperature and reduced intake pressure.

2. The method of claim 1, wherein the load threshold exhibits hysteresis when the engine transitions from the low load to the high load or when the engine transitions from the high load to the low load.

3. The method of claim 1, further comprising:

controlling an exhaust gas recirculation (EGR) rate of the engine; and

operating the engine in the compression ignition zone at a third load, the third load being greater than the high load,

wherein;

operating the engine at the low load comprises operating the engine at a first EGR rate,

operating the engine at the high load comprises operating the engine at a maximum EGR rate, and

operating the engine at the third load comprises operating the engine at a third EGR rate, the maximum EGR rate being greater than the first EGR rate and the third EGR rate.

4. The method of claim 1, further comprising controlling an intake temperature of intake air to the engine, the intake temperature being controlled using at least an intercooler and an intercooler by-pass valve,

wherein:

operating the engine in the spark ignition zone comprises operating the engine at a first intake temperature, and

operating the engine in the compression ignition zone comprises operating the engine at a second intake temperature, the second intake temperature being lower than the first intake temperature.

5. The method of claim 1, wherein operating the engine in the spark ignition zone comprises:

injecting a main injection of fuel, the main injection of fuel having a start at a first timing and an end at a second timing; and

initiating a spark ignition of at least a portion of the injected fuel at a third timing,

wherein the first, second and third timings are based on one or more of load, engine speed, main fuel injection quantity and intake O₂ concentration.

6. The method of claim 5, wherein one or more of the first timing, the second timing and the third timing retard with increasing intake O₂ concentration.

7. The method of claim 5, wherein a difference between the second timing and the third timing decreases with one or more of increasing intake O₂ concentration and increasing main fuel injection quantity.

8. The method of claim 5, wherein a difference between the second timing and the third timing becomes negative with one or more of increasing intake O2 concentration and increasing main fuel injection quantity.

9. The method of claim 5, further comprising:

injecting a sub-injection of fuel at a fourth timing, the fourth timing being before the third timing, the third timing being before the first timing,

wherein the fourth timing is based on one or more of load, engine speed, main fuel injection quantity and intake O₂ concentration.

10. The method of claim 9, wherein one or more of the first timing, the second timing, the third timing and the fourth timing retard with increasing intake O₂ concentration.

11. The method of claim 9, wherein a difference between the third timing and the first timing decreases with increasing intake O₂ concentration.

12. The method of claim 9, wherein the second timing retards with increasing main fuel injection quantity.

13. The method of claim 5, further comprising:

injecting a sub-injection of fuel at a fourth timing, the fourth timing being before the third timing and after the second timing,

wherein the fourth timing is based on one or more of load, engine speed, main fuel injection quantity and intake O₂ concentration.

14. The method of claim 13, wherein one or more of the third timing and the fourth timing retard with one or more of increasing intake O₂ concentration and increasing main fuel injection quantity.

15. The method of claim 5, further comprising:

injecting a sub-injection of fuel at a fourth timing, the fourth timing being before the third timing and after the second timing; and

injecting a second main injection of fuel, the second main injection of fuel having a start at a fifth timing and an end at a sixth timing, the fifth timing being after the third timing,

wherein the first, second, third, fourth, fifth and sixth timings are based on one or more of load, engine speed, main fuel injection quantity, second main fuel injection quantity and intake O₂ concentration.

16. The method of claim 15, wherein one or more of the third timing and the fourth timing retard with one or more of increasing intake O₂ concentration and increasing main fuel injection quantity.

17. The method of claim 15, wherein the sixth timing retards with one or more of increasing intake O₂ concentration and increasing second main fuel injection quantity.

18. An engine control unit (ECU) comprising:

a processor; and

a computer-readable medium that stores instructions that when executed by the processor perform the method comprising;

operating an engine in a spark ignition zone at a low load, the low load being less than a load threshold; and

operating the engine in a compression ignition zone at a high load, the high load being greater than the load threshold,

wherein the load threshold increases with one or more of increased engine speed, reduced engine coolant temperature and reduced intake pressure.

19. An engine comprising:

an engine control unit (ECU) that stores instructions that when executed by the ECU perform the method comprising;

operating the engine in a spark ignition zone at a low load, the low load being less than a load threshold; and

operating the engine in a compression ignition zone at a high load, the high load being greater than the load threshold,

wherein the load threshold increases with one or more of increased engine speed, reduced engine coolant temperature and reduced intake pressure.