Premixed charge compression ignition engine with optimal combustion control

• US 6,230,683 B1
• Filed: 12/08/1999
• Issued: 05/15/2001
• Est. Priority Date: 08/22/1997
• Status: Expired due to Term

• Current Assignee: Cummins Incorporated
• Original Assignee: Cummins Incorporated
• Inventors: Hunter, Gary L., Durrett, Russ P., Mudd, Jackie M., Muntean, George G., Flynn, Patrick F., Akinyemi, Omowoleola C., Wright, John F., Moore, Greg A., zur Loye, Axel O., Wagner, Julie A.
• Primary Examiner(s): Yuen, Henry C.
• Assistant Examiner(s): Vo, Hieu T
• Application Number:
  US09/456,382
• Time in Patent Office: 524 Days
• Field of Search: 123/23, 123/1.A, 123/27.GE, 123/299, 123/294, 123/300, 123/25.C, 123/304, 123/575, 123/568.24, 123/435, 123/525
• US Class Current: 123/435
• 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 19/14 with compression ignition
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 2275/32 Miller cycle
• CPC Class Codes: F02B 29/0406 Layout of the intake air cooling or coolant circuit
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• 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 37/18 by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• CPC Class Codes: F02D 13/0203 Variable control of intake and exhaust valves
• CPC Class Codes: F02D 13/0215 changing the valve timing only
• CPC Class Codes: F02D 13/0234 changing the valve timing only
• CPC Class Codes: F02D 13/0265 Negative valve overlap for temporarily storing residual gas in the cylinder
• CPC Class Codes: F02D 13/0269 Controlling the valves to perform a Miller-Atkinson cycle
• CPC Class Codes: F02D 13/028 for two-stroke engines
• CPC Class Codes: F02D 15/04 by alteration of volume of compression space without changing piston stroke
• CPC Class Codes: F02D 19/0605 to adjust the fuel pressure or temperature
• CPC Class Codes: F02D 19/0649 Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
• CPC Class Codes: F02D 19/0665 Tanks, e.g. multiple tanks
• CPC Class Codes: F02D 19/081 Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
• CPC Class Codes: F02D 2013/0292 in the start-up phase, e.g. for warming-up cold engine or catalyst
• CPC Class Codes: F02D 35/023 : by determining the cylinder pressure
• CPC Class Codes: F02D 35/028 : by determining the combustion timing or phasing
• CPC Class Codes: F02D 41/0025 : Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/0087 : Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/3029 : further comprising a homogeneous charge spark-ignited mode
• 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 41/3076 : with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
• CPC Class Codes: F02D 41/38 : of the high pressure type
• 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 26/04 : with a single turbocharger
• CPC Class Codes: F02M 26/07 : Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream 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 26/23 : Layout, e.g. schematics
• CPC Class Codes: F02M 26/28 : with liquid-cooled heat exchangers
• CPC Class Codes: F02M 26/33 : controlling the temperature of the recirculated gases
• CPC Class Codes: F02M 26/43 : in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
• CPC Class Codes: F02M 31/02 : for heating F02M31/005 takes precedence; for purifying liquid fuel F02M37/30
• CPC Class Codes: F02M 31/20 : for cooling F02M31/005 takes precedence; use of cold F02M17/52; cooling of charging-air or of scavenging-air F02B29/04
• CPC Class Codes: F02P 19/00 : Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 : Use of alternative fuels, e.g. biofuels
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

A premixed charge compression ignition engine, and a control system, is provided which effectively initiates combustion by compression ignition and maintains stable combustion while achieving extremely low nitrous oxide emissions, good overall efficiency and acceptable combustion noise and cylinder pressures. The present engine and control system effectively controls the combustion history, that is, the time at which combustion occurs, the rate of combustion, the duration of combustion and/or the completeness of combustion, by controlling the operation of certain control variables providing temperature control, pressure control, control of the mixture'"'"'s autoignition properties and equivalence ratio control. The combustion control system provides active feedback control of the combustion event and includes a sensor, e.g. pressure sensor, for detecting an engine operating condition indicative of the combustion history, e.g. the start of combustion, and generating an associated engine operating condition signal. A processor receives the signal and generates control signals based on the engine operating condition signal for controlling various engine components to control the temperature, pressure, equivalence ratio and\or autoignition properties so as to variably control the combustion history of future combustion events to achieve stable, low emission combustion in each cylinder and combustion balancing between the cylinders.

Claims

1. A premixed charge compression ignition internal combustion engine, comprising:

an engine body;

a combustion chamber formed in the engine body;

an intake air system for delivering intake air, including at least one of air and a mixture of air and fuel, to said combustion chamber;

combustion history control system for controlling a combustion history of future combustion events to reduce emissions and optimize efficiency, said combustion history control system including a first fuel supply for supplying a first fuel to the engine and a second fuel supply connected to at least one of said intake air system and said combustion chamber for supplying a second fuel to the engine; and

a control device adapted to control a timing of a combustion event by controlling an amount of said second fuel delivered to said at least one of said intake air system and said combustion chamber.

2. The engine of claim 1, wherein said second fuel is diesel fuel.

3. The engine of claim 1, wherein said first fuel is natural gas.

4. The engine of claim 1, wherein said first fuel is natural gas and said second fuel is diesel fuel.

5. The engine of claim 1, wherein said combustion history control system further includes at least one of a pressure control system for ultimately varying the pressure of the mixture, an equivalence ratio control system for varying an equivalence ratio of the mixture and a temperature control system for varying the temperature of the mixture of fuel and air.

6. The engine of claim 5, further including a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position, said control device being adapted to control at least one of said temperature control system, said pressure control system, said equivalence ratio control system and a mixture autoignition property control system to variably control the combustion history of future combustion events to cause a start of rapid combustion to occur between 20 crank angle degrees before said top dead center position and 10 crank angle degrees after said top dead center position.

7. The engine of claim 1, further including a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position, said control device being adapted to control a timing of delivery of said second fuel to said combustion chamber to occur between 180 crank angle degrees before said top dead center position and 60 crank angle degrees before said top dead center position.

8. The engine of claim 1, wherein said first fuel is a gaseous fuel premixed with the intake air to form a combustible mixture before combustion, said second fuel delivered in a pilot quantity to one of said intake air system and said combustion chamber during a compression event to cause subsequent ignition of the first fuel.

9. The engine of claim 8, wherein said first fuel is delivered to the combustion chamber during an intake stroke of the engine.

10. The engine of claim 8, further including a fuel injector mounted on the engine to inject said second fuel into said combustion chamber during the compression event.

11. The engine of claim 10, wherein said pilot quantity is delivered to said combustion chamber during an early portion of said combustion event substantially before a top dead center position of a piston assembly associated with the engine.

12. The engine of claim 11, wherein said early portion of said compression event is approximately between 180 degrees and 60 degrees before a top dead center position of said piston assembly.

13. The engine of claim 1, further including a third fuel supply for supplying a third fuel to the engine for premixing with said first fuel.

14. The engine of claim 1, wherein said control device includes a processor.

16. The engine of claim 1, wherein said second fuel is diesel fuel.

17. The engine of claim 1, wherein said first fuel is natural gas.

18. The engine of claim 1, wherein said first fuel is natural gas and said second fuel is diesel fuel.

19. The engine of claim 1, wherein said combustion history control system further includes at least one of a pressure control system for ultimately varying the pressure of the mixture, an equivalence ratio control system for varying an equivalence ratio of the mixture and a temperature control system for varying the temperature of the mixture of fuel and air.

20. The engine of claim 19, wherein said temperature control system includes an intake air temperature control system including at least one of a cooler and a heater positioned in said intake air system.

21. The engine of claim 19, further including an exhaust gas system for directing exhaust gas from said combustion chamber, wherein said temperature control system includes an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to control intake air temperature.

22. The engine of claim 19, wherein said temperature control system includes a residual mass fraction control system for varying a residual mass fraction of combustion products in the combustion chamber.

23. The engine of claim 22, wherein said residual mass control system includes a variable valve timing control system.

24. The engine of claim 23, further including an exhaust system for directing exhaust gas from said combustion chamber, said exhaust system including an exhaust port associated with said combustion chamber and formed in said engine body, and an exhaust valve operable to open and close said exhaust port in timed relation to a crankshaft angle, wherein said variable valve timing control system includes a variable exhaust valve timing control means associated with said combustion chamber for controlling a time duration during which said exhaust valve is open during an intake stroke of the engine so as to cause exhaust gas to flow from said exhaust system through said exhaust port into said combustion chamber to increase an amount of residual exhaust gas in said combustion chamber.

25. The engine of claim 19, wherein said temperature control system includes a compression ratio varying system for varying at least one of an effective compression ratio and a geometric compression ratio.

26. The engine of claim 25, further including an intake port formed in said engine body and an intake valve operable to open and close said intake port, wherein said compression ratio varying system varies the timing of closing of said intake port by said intake valve to vary the effective compression ratio.

27. The engine of claim 19, further including a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position, said control device being adapted to control at least one of said temperature control system, said pressure control system, said equivalence ratio control system and said mixture autoignition property control system to variably control the combustion history of future combustion events to cause a start of rapid combustion to occur between 20 crank angle degrees before said top dead center position and 10 crank angle degrees after said top dead center position.

28. The engine of claim 1, further including a pilot fuel supply for supplying a pilot fuel for delivery to one of said combustion chamber and said intake air system during one of a compression event and an intake event of the engine.

29. The engine of claim 28, wherein said pilot fuel is delivered to the combustion chamber during an early portion of said compression event.

30. The engine of claim 29, wherein said early portion of said compression event is approximately between 180 degrees and 60 degrees before a top dead center position of a piston assembly associated with the engine.

31. The engine of claim 1, wherein said control device includes a processor.

15. A premixed charge compression ignition internal combustion engine, comprising:

an engine body;

a combustion chamber formed in the engine body;

an intake air system for delivering intake air, including at least one of air and a mixture of air and fuel, to said combustion chamber;

combustion history control system for controlling a combustion history of future combustion events to reduce emissions and optimize efficiency, said combustion history control system including a mixture autoignition property control system for varying an autoignition property of the mixture, said mixture autoignition property control system including a first fuel supply for supplying a first fuel to the engine and a second fuel supply connected to at least one of said intake air system and said combustion chamber for supplying a second fuel to the engine, said first fuel having a first autoignition property and said second fuel having a second autoignition property different from said first autoignition property; and

a control device adapted to control a timing of a combustion event by controlling an amount of said second fuel delivered to said at least one of said intake air system and said combustion chamber.

32. A multi-mode internal combustion engine capable of operating in a plurality of modes for initiating combustion, comprising:

an engine body;

a combustion chamber formed in the engine body;

an intake air system for delivering intake air to said combustion chamber;

a fuel injection device mounted on said engine body for delivering fuel to the engine while the engine operates in a diesel mode;

a premixed charge compression ignition mode control system for operating the engine in a premixed charge compression mode, said premixed charge compression ignition mode control system including a combustion history control system for controlling a combustion history of future combustion events to optimize engine operation, said combustion history control system including at least one of a temperature control system for ultimately varying the temperature of the mixture of fuel and air, a pressure control system for ultimately varying the pressure of the mixture, an equivalence ratio control system for varying an equivalence ratio of the mixture and a mixture autoignition property control system for varying an autoignition property of the mixture; and

a mode processor for transferring engine operation between said premixed charge compression ignition mode and said diesel mode.

33. The engine of claim 32, wherein said premixed charge compression ignition mode control system including an engine operating condition detecting device for detecting an engine operating condition indicative of the combustion history and generating an engine operating condition signal indicative of said engine operating condition, and a premixed charge compression ignition processor for receiving said engine operating condition signal, determining a combustion history value based on said engine operating condition signal, and generating one or more control signals based on said combustion history value, said one or more control signals controlling at least one of said temperature control system, said pressure control system, said equivalence ratio control system and said mixture autoignition property control system to variably control the combustion history of future combustion events.

34. The engine of claim 33, wherein said engine operating condition detecting means includes a start of combustion sensor for sensing the start of combustion and generating a start of combustion signal, said combustion history value being determined based on said start of combustion signal.

35. The engine of claim 33, wherein said premixed charge compression ignition processor is adapted to compare said combustion history value to a predetermined desired combustion history value and generate said at least one control signal based on the comparison of said combustion history value to said desired combustion history value.

36. The engine of claim 32, wherein said mixture autoignition property control system including a first fuel supply for supplying a first fuel to the engine and a second fuel supply connected to said combustion chamber for supplying a second fuel to the engine, said first fuel having a first autoignition property and said second fuel having a second autoignition property different from said first autoignition property, further including a premixed charge compression ignition processor adapted to control an amount of said second fuel delivered to said combustion chamber to optimize engine operation.

37. The engine of claim 36, wherein said second fuel is diesel fuel.

38. The engine of claim 36, wherein said first fuel is natural gas.

39. The engine of claim 36, wherein said first fuel is natural gas and said second fuel is diesel fuel.

40. The engine of claim 32, wherein said temperature control system includes an intake air temperature control system including at least one of a cooler and a heater positioned in said intake air system.

41. The engine of claim 32, further including an exhaust gas system for directing exhaust gas from said combustion chamber, wherein said temperature control system includes an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to control intake air temperature.

42. The engine of claim 32, wherein said temperature control system includes a residual mass fraction control system for varying a residual mass fraction of combustion products in the combustion chamber.

43. The engine of claim 42, wherein said residual mass control system includes a variable valve timing control system.

44. The engine of claim 43, further including an exhaust system for directing exhaust gas from said combustion chamber, said exhaust system including an exhaust port associated with said combustion chamber and formed in said engine body, and an exhaust valve operable to open and close said exhaust port in timed relation to a crankshaft angle, wherein said variable valve timing control system includes a variable exhaust valve timing control means associated with said combustion chamber for controlling a time duration during which said exhaust valve is open during an intake stroke of the engine so as to cause exhaust gas to flow from said exhaust system through said exhaust port into said combustion chamber to increase an amount of residual exhaust gas in said combustion chamber.

45. The engine of claim 32, wherein said temperature control system includes a compression ratio varying system for varying at least one of an effective compression ratio and a geometric compression ratio.

46. The engine of claim 45, further including an intake port formed in said engine body and an intake valve operable to open and close said intake port, wherein said compression ratio varying system varies the timing of closing of said intake port by said intake valve to vary the effective compression ratio.

47. The engine of claim 32, further including a rotatable crankshaft, a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position and a premixed charge compression ignition processor being adapted to control at least one of said temperature control system, said pressure control system, said equivalence ratio control system and said mixture autoignition property control system to variably control the combustion history of future combustion events to cause a start of rapid combustion to occur between 20 crank angle degrees before said top dead center position and 10 crank angle degrees after said top dead center position.

48. The engine of claim 32, further including a spark ignition device mounted on the engine body for providing a spark for initiating combustion in said combustion chamber while the engine operates in a spark ignition mode, said mode processor adapted to transfer engine operation between said premixed charge compression ignition mode and said spark ignition mode.

49. A multi-mode internal combustion engine capable of operating in a plurality of modes for initiating combustion, comprising:

an engine body;

a combustion chamber formed in the engine body;

an intake air system for delivering intake air to said combustion chamber;

a spark ignition device mounted on said engine body for providing a spark for initiating combustion in said combustion chamber while the engine operates in a spark ignition mode;

a premixed charge compression ignition mode control system for operating the engine in a premixed charge compression mode, said premixed charge compression ignition mode control system including a combustion history control system for controlling a combustion history of future combustion events to optimize engine operation, said combustion history control system including at least one of a temperature control system for ultimately varying the temperature of the mixture of fuel and air, a pressure control system for ultimately varying the pressure of the mixture, an equivalence ratio control system for varying an equivalence ratio of the mixture and a mixture autoignition property control system for varying an autoignition property of the mixture; and

a mode processor for transferring engine operation between said premixed charge compression ignition mode and said spark ignition mode.

50. The engine of claim 49, wherein said premixed charge compression ignition mode control system including an engine operating condition detecting device for detecting an engine operating condition indicative of the combustion history and generating an engine operating condition signal indicative of said engine operating condition, and a premixed charge compression ignition processor for receiving said engine operating condition signal, determining a combustion history value based on said engine operating condition signal, and generating one or more control signals based on said combustion history value, said one or more control signals controlling at least one of said temperature control system, said pressure control system, said equivalence ratio control system and said mixture autoignition property control system to variably control the combustion history of future combustion events.

51. The engine of claim 50, wherein said engine operating condition detecting means includes a start of combustion sensor for sensing the start of combustion and generating a start of combustion signal, said combustion history value being determined based on said start of combustion signal.

52. The engine of claim 50, wherein said premixed charge compression ignition processor is adapted to compare said combustion history value to a predetermined desired combustion history value and generate said at least one control signal based on the comparison of said combustion history value to said desired combustion history value.

53. The engine of claim 49, wherein said mixture autoignition property control system including a first fuel supply for supplying a first fuel to the engine and a second fuel supply connected to said combustion chamber for supplying a second fuel to the engine, said first fuel having a first autoignition property and said second fuel having a second autoignition property different from said first autoignition property, further including a premixed charge compression processor adapted to control an amount of said second fuel delivered to said combustion chamber to optimize engine operation.

54. The engine of claim 53, wherein said second fuel is diesel fuel.

55. The engine of claim 53, wherein said first fuel is natural gas.

56. The engine of claim 53, wherein said first fuel is natural gas and said second fuel is diesel fuel.

57. A method of operating a premixed charge compression ignition internal combustion engine having a piston assembly defining a combustion chamber, comprising the steps of:

performing an intake stroke of the piston assembly;

providing intake air for delivery to said combustion chamber;

delivering a gaseous fuel to said combustion chamber during said intake stroke;

performing a compression stroke of the piston assembly after the intake stroke;

delivering a pilot fuel into the combustion chamber during an early portion of said compression stroke substantially before a top dead center position of said piston assembly;

mixing said gaseous fuel and said intake air prior to delivery of said pilot fuel; and

controlling an amount of said pilot fuel to control a timing of ignition of said gaseous fuel.

58. The method of claim 57, wherein said early portion of said compression stroke is approximately between 180 degrees and 60 degrees before a top dead center position of said piston assembly.

59. A method of operating an engine having a piston assembly defining a combustion chamber, comprising the steps of:

performing an intake stroke of the piston assembly;

supplying a first fuel for delivery to said combustion chamber during the intake stroke, said first fuel being a gaseous fuel;

supplying a second fuel for delivery to said combustion chamber;

performing a compression stroke of a piston assembly after the intake stroke;

supplying a pilot fuel into the combustion chamber during the compression stroke;

combusting the pilot fuel in the combustion chamber during the compression stroke so as to ignite the first and the second fuels, whereby the first and second fuels are mixed in the combustion chamber prior to the pilot fuel supplying step so as to facilitate ignition.

60. The method of claim 59, further including a fuel injector mounted on the engine to inject said pilot fuel into said combustion chamber during the compression stroke.

61. The method of claim 60, wherein said pilot fuel is delivered to said combustion chamber during an early portion of said compression stroke substantially before a top dead center position of said piston assembly.

62. The method of claim 61, further including the step of controlling the amount of said pilot fuel to control the timing of ignition of said first and said second fuels.

63. The method of claim 61, wherein said early portion of said compression stroke is approximately between 180 degrees and 60 degrees before a top dead center position of said piston assembly.