Premixed charge compression ignition engine with optimal combustion control

• US 6,286,482 B1
• Filed: 08/22/1997
• Issued: 09/11/2001
• Est. Priority Date: 08/23/1996
• Status: Expired due to Term

• Current Assignee: Cummins Engine Company Incorporated (Cummins Incorporated)
• Original Assignee: Cummins Engine Company Incorporated (Cummins Incorporated)
• Inventors: Akinyemi, Omowoleoia C., Wright, John F., Hunter, Gary L., Moore, Greg A., Durrett, Russ P., zur Loye, Axel O., Wagner, Julie A., Mudd, Jackie M., Muntean, George G., Flynn, Patrick F.
• Primary Examiner(s): Wolfe, Willis R.
• Assistant Examiner(s): Vo, Hieu T.
• Application Number:
  US08/916,437
• Time in Patent Office: 1,481 Days
• Field of Search: 123/435, 123/436, 123/480, 123/443, 123/492, 123/491, 123/406.42, 123/406.43, 123/406.22, 123/25.C, 123/304, 123/294, 123/295, 701/101, 701/102, 701/103, 701/111, 701/115
• 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 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: 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 13/0261 Controlling the valve overlap
• CPC Class Codes: F02D 13/0269 Controlling the valves to perform a Miller-Atkinson cycle
• CPC Class Codes: F02D 15/04 by alteration of volume of compression space without changing piston stroke
• CPC Class Codes: F02D 19/0649 Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
• 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 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 41/3029 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 41/38 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 26/07 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 oxides of nitrogen 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. An internal combustion engine operable in a premixed charge compression ignition mode, comprising:

an engine body;

a combustion chamber formed in the engine body for containing a mixture of fuel and air;

combustion history control means for controlling a combustion history of future combustion events to optimize engine operation, said combustion history control means including at least one of a temperature control means for varying the temperature of the mixture of fuel and air, a pressure control means for ultimately varying the pressure of the mixture, an equivalence ratio control means for varying an equivalence ratio of the mixture and a mixture autoignition property control means for varying an autoignition property of the mixture;

engine operating condition detecting means 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

processing means 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 means, said pressure control means, said equivalence ratio control means and said mixture autoignition property control means to variably control the combustion history of future combustion events.

2. The engine of claim 1, wherein said processing means compares said combustion history value to a predetermined desired combustion history value and generates said one or more control signals based on the comparison of said combustion history value to said predetermined desired combustion history value, said at least one control signal controlling said 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 cause said combustion history value to approach said predetermined desired combustion history value.

3. The engine of claim 1, 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.

4. The engine of claim 3, wherein said processing means compares said combustion history value to a predetermined desired combustion history value and generates said one or more control signals based on the comparison of said combustion history value to said predetermined desired combustion history value, said at least one control signal controlling said 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 cause said combustion history value to approach said predetermined desired combustion history value.

5. The engine of claim 3, wherein said start of combustion sensor is a cylinder pressure sensor.

6. The engine of claim 3, wherein said combustion history control means includes said temperature control means and said pressure control means.

7. The engine of claim 6, wherein said pressure control means includes a compression ration varying means for varying at least one of an effective compression ratio varying means for varying at least one of an effective compression ratio and a geometric compression ration so as to selectively vary the pressure in said combustion chamber to control a timing of the start of combustion.

8. The engine of claim 7, wherein said compression ration varying means includes a plunger movabley counted on said engine body adjacent said combustion chamber, said plunger movable from a retracted position into an extended position toward said combustion chamber to decrease the size of said combustion chamber and increase the geometric compression ratio.

9. The engine of claim 8, wherein said plunger is hydraulically actuated into the extended position.

10. The engine of claim 7, wherein said engine is an opposed piston engine.

11. The engine of claim 10, wherein said opposed piston engine includes a first piston mounted on a first crankshaft and a second piston mounted on a second crankshaft opposite said first piston, said combustion chamber being formed between said first and said second pistons, said compression ratio varying device including a phase shifting mechanism for varying a relative phase of rotation between said first and said second crankshafts.

12. The engine of claim 1, wherein said engine operating condition detecting means is a cylinder pressure sensor.

13. The engine of claim 1, wherein said combustion history control means includes said temperature control means and said equivalence ratio control means.

14. The engine of claim 1, wherein said combustion history control means includes said temperature control means and said mixture autoignition property control means.

15. The engine of claim 14, further including an intake air system for delivering intake air to said combustion chamber, wherein said mixture autoignition property control means includes a delivery device mounted on said engine body for delivery a reactive fluid into at least one of said intake system and said combustion chamber to control at least one of a timing of a start of combustion and a duration of combustion.

16. The engine of claim 15, wherein said delivery device delivers ozone to advance the timing of the start of combustion.

17. The engine of claim 15, wherein said delivery device delivers ozone to advance the timing of the start of combustion.

18. The engine of claim 14, further including an intake air system for delivery intake air to said combustion chamber and an exhaust gas system for directing exhaust gas from said combustion chamber, wherein said mixture autoignition property control means includes an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to dilute said intake air so as to control a timing of a start of combustion.

19. The engine of claim 14, further including an intake air system for delivery intake air to said combustion chamber and a fuel supply system connected to said intake air system for directing fuel into one of said intake air system and said combustion chamber, said mixture autoignition property control means including a first fuel supply having a first autoignition property and a second fuel supply having a second autoignition property different from said first auotignition property.

20. The engine of claim 1, wherein said combustion history control means includes said pressure control means and said equivalence ratio control means.

21. The engine of claim 1, wherein said combustion history control means includes said pressure control means and said mixture autoignition property control means.

22. The engine of claim 1, wherein said combustion history control means includes said equivalence ratio control means and said mixture autoignition property control means.

23. The engine of claim 1, further including an intake air system for delivering intake air to said combustion chamber, wherein said combustion history control means includes said temperature control means, said temperature control means including at least one of an intake air temperature control means for controlling the temperature of the intake air or the mixture of air and fuel in the intake system and an in-cylinder temperature control means for controlling the temperature of the mixture in said combustion chamber.

24. The engine of claim 23, wherein said temperature control means includes said intake air temperature control means, said intake air temperature control means including an air heater means positioned in said intake air system.

25. The engine of claim 24, wherein the engine includes a plurality of combustion chambers, said intake air system including a respective intake port associated with each of said plurality of combustion chambers for directing intake air to the respective combustion chamber, said air heater means including a respective intake air heater positioned in each respective intake duct.

26. The engine of claim 23, wherein said intake air temperature control means further includes an air cooler positioned in said intake air system.

27. The engine of claim 23, further including an exhaust gas system for directing exhaust gas from said combustion chamber, wherein said temperature control means includes said intake air temperature control means, said intake air temperature control means including an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to control intake air temperature.

28. The engine of claim 27, further including an air compressor positioned in said intake air system for compressing the intake air, said exhaust gas recirculation system delivering exhaust to said intake air system upstream of said air compressor.

29. The engine of claim 23, wherein said temperature control means includes said intake air temperature control means, said intake air temperature control means including a water injection device for injecting water into said intake air system.

30. The engine of claim 23, wherein the engine includes a plurality of combustion chambers, said intake air system including one or more air manifolds for delivering intake air to said plurality of combustion chambers, further including a fuel supply system connected to said intake air system upstream of said one or more air manifolds for directing fuel into said intake air system.

31. The engine of claim 30, wherein said fuel supply system includes a first fuel supply and a second fuel supply, said first and said second fuel supplies having different autoignition properties.

32. The engine of claim 23, wherein said temperature control means includes said in-cylinder temperature control means, said in-cylinder temperature control means including a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in said combustion chamber from one combustion event to a subsequent combustion event.

33. The engine of claim 32, further including an exhaust port formed in said engine body and an exhaust valve operable to open and close said exhaust port, wherein said residual mass fraction control means varies a timing of closing of said exhaust port by said exhaust valve to vary the amount of said residual mass fraction.

34. The engine of claim 23, wherein said engine body includes combustion chamber walls forming said combustion chamber, said temperature control means including said in-cylinder temperature control means, said in-cylinder temperature control means including a combustion chamber wall temperature control means for varying the temperature of said combustion chamber walls.

35. The engine of claim 34, wherein said combustion chamber wall temperature control means includes a coolant temperature control system for varying the temperature of engine coolant to vary the temperature of said combustion chamber walls.

36. The engine of claim 34, wherein said combustion chamber wall temperature control means includes an electric heater mounted on said engine body adjacent said combustion chamber walls.

37. The engine of claim 23, wherein said engine body includes an engine block, a cylinder formed in said engine block and a cylinder head, said temperature control means includes said in-cylinder temperature control means, said in-cylinder temperature control means including a glow plug mounted in said cylinder head for heating the mixture of air and fuel in said combustion chamber.

38. The engine of claim 23, further including a rotatable crankshaft mounted on said engine body, a cylinder formed in said engine body and a piston operatively connected to said crankshaft for reciprocal movement in said cylinder, wherein said temperature control means includes said in-cylinder temperature control means, said in-cylinder temperature control means including a compression ratio varying means for varying at least one of an effective compression ratio and a geometric compression ratio of said cylinder.

39. The engine of claim 38, wherein said compression ratio varying means includes a plunger movably mounted on said engine body adjacent said combustion chamber, said plunger movable from a retracted position into an extended position toward said combustion chamber to decrease the size of said combustion chamber and increase the geometric compression ratio of said cylinder.

40. The engine of claim 39, wherein said plunger is hydraulically actuated into the extended position.

41. The engine of claim 38, wherein said engine is an opposed piston engine.

42. The engine of claim 41, wherein said opposed piston engine includes a first piston mounted on a first crankshaft and a second piston mounted on a second crankshaft opposite said first piston, said combustion chamber being formed between said first and said second pistons, said compression ratio varying device including a phase shifting mechanism for varying a relative phase of rotation between said first and said second crankshafts.

43. The engine of claim 38, 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 means varies the timing of closing of said intake port by said intake valve to vary the effective compression ratio.

44. The engine of claim 23, wherein said temperature control means includes said in-cylinder temperature control means, said in-cylinder temperature control means including an injector for injecting a fluid into said combustion chamber to vary the temperature of the mixture of air and fuel.

45. The engine of claim 6, further including an intake air system for delivery intake air to said combustion chamber, wherein said pressure control means includes an intake air pressure control means for varying the pressure of the intake air in said intake air system to vary the pressure of the mixture in the combustion chamber.

46. The engine of claim 45, wherein said intake air pressure control means includes a turbocharger mounted in said intake air system.

47. The engine of claim 46, wherein said intake air pressure control means further includes a bypass circuit for bypassing exhaust gas around said turbocharger and a waste gate valve positioned in said bypass circuit for varying exhaust flow through said bypass circuit.

48. The engine of claim 45, wherein said intake air pressure control means includes a throttle valve positioned in said intake air system.

49. The engine of claim 1, further including an intake air system for delivering intake air to said combustion chamber, wherein said combustion history control means includes said mixture autoignition property control means, said mixture autoignition property control means including a delivery device mounted on said engine body for delivering a reactive fluid into at least one of said intake system and said combustion chamber to control at least one of a timing of a start of combustion and a duration of combustion.

50. The engine of claim 1, further including an intake air system for delivering intake air to said combustion chamber and an exhaust gas system for directing exhaust gas from said combustion chamber, wherein said combustion history control means includes said mixture autoignition property control means, said mixture autoignition property control means including an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to dilute said intake air so as to control a timing of a start of combustion.

51. The engine of claim 1, further including an intake air system for delivering intake air to said combustion chamber and a fuel supply system connected to said intake air system for directing fuel into one of said intake air system and said combustion chamber, wherein said combustion history control means includes said mixture autoignition property control means, said mixture autoignition property control means including a first fuel supply having a first autoignition property and a second fuel supply having a second autoignition property different from said first auto ignition property.

52. The engine of claim 1, further including a combustion chamber crevice minimizing means for minimizing the formation of unburned hydrocarbons in combustion chamber crevices during combustion.

53. The engine of claim 52, wherein said engine body includes a cylinder block including a cylinder and a cylinder head, further including a piston reciprocally mounted in said cylinder to form said combustion chamber, said crevice minimizing means including a cutback formed in said piston adjacent said combustion chamber for enlarging a crevice volume.

54. The engine of claim 52, wherein said engine body includes a cylinder block including a cylinder and a cylinder head, said crevice volume minimizing means including a combustion cup formed in said cylinder head in communication with said combustion chamber.

55. The engine of claim 52, wherein said engine body includes a cylinder block including a cylinder and a cylinder head, further including a piston reciprocally mounted in said cylinder to form said combustion chamber, said crevice minimizing means including a heater means positioned adjacent said combustion chamber for heating the mixture in the crevices.

56. 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, wherein said one or more control signals controls at least one of said temperature control means, said pressure control means, said equivalence ratio control means and said mixture autoignition property control means to variably control the combustion history of future combustion events to cause the start of 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.

57. The engine of claim 56, wherein said one or more control signals controls at least one of said temperature control means, said pressure control means, said equivalence ratio control means and said mixture autoignition property control means to variably control the combustion history of future combustion events to cause combustion to occur over a range of 5-30 crank angle degrees.

58. The engine of claim 1, further including a plurality of combustion chambers, at least one of said plurality of combustion chambers operating in a premixed charge compression ignition mode and the remaining combustion chambers operating in a diesel mode.

59. The engine of claim 58, further including an exhaust gas recirculation system connected to said at least one cylinder operating in a premixed charge compression ignition mode.

60. The engine of claim 1, wherein said engine body includes an engine block and a plurality of cylinders formed in said engine block, each of said plurality of cylinders including a combustion chamber, said temperature control means including a cylinder temperature compensating means for heating the mixture of air and fuel in at least two of said combustion chambers to compensate for heat loss.

61. The engine of claim 60, further including an engine coolant system formed in said engine body for circulating engine coolant, wherein said cylinder temperature compensating means includes an engine coolant control system for controlling at least one of a coolant temperature and a coolant flow rate of the coolant in said coolant system.

62. The engine of claim 1, wherein said engine includes a plurality of combustion chambers formed in the engine body, an intake air system for supplying intake air to said plurality of combustion chambers, and an exhaust system for directing exhaust gas from said plurality of combustion chambers, said combustion history control means controlling a combustion history of future combustion events in each of said plurality of combustion chambers to optimize engine operation, further including a combustion balancing means for variably adjusting operating conditions in each of said plurality of combustion chambers to achieve a similar combustion history for combustion events of said plurality of combustion chambers to balance combustion between said plurality of combustion chambers.

63. The engine of claim 62, wherein said exhaust system includes a respective exhaust port associated with each of said plurality of combustion chambers and formed in said engine body, and a respective exhaust valve operable to open and close said exhaust port at predetermined times during operation of the engine, wherein said combustion balancing means includes a variable exhaust valve timing control means associated with each of said plurality of combustion chambers for receiving a variable valve timing control signal from said processor and varying the timing of closing of said exhaust port by said respective exhaust valve to vary an amount of residual exhaust gas remaining in said combustion chamber after a combustion event so as to balance combustion events between said plurality of combustion chambers.

64. The engine of claim 62, wherein said intake system includes a respective intake port associated with each of said plurality of combustion chambers and formed in said engine body, and a respective intake valve operable to open and close said respective intake port at predetermined times during operation of the engine, wherein said combustion balancing means includes a variable intake valve timing control means associated with each of said plurality of combustion chambers for receiving a variable valve timing control signal from said processor and varying the timing of closing of said respective intake port by said respective intake valve so as to balance combustion events between said plurality of combustion chambers.

65. The engine of claim 62, wherein said combustion balancing means includes an injector mounted on said engine body for injecting a balancing fluid into one of said intake system and said plurality of combustion chambers, said balancing fluid chancing t he autoignition property of the mixture.

66. The engine of claim 65, wherein said balancing fluid is at least one of a fuel, water, oil, oxygen and ozone.

67. The engine of claim 62, wherein said intake system includes a respective intake port associated with each of said plurality of combustion chambers and form ed in said engine body, said combustion balancing means including a respective heater mounted in each of said respective intake ports for receiving heater signals for variably controlling the temperature of the intake air.

68. The engine of claim 62, wherein said combustion balancing means includes a variable compression ratio means associated with each of said plurality of combustion chambers for varying a compress ion ratio of each of said plurality of combustion chambers to maintain combustion balance between said plurality of combustion chambers.

69. The engine of claim 62, wherein said combustion balancing means includes a fuel supply system connected to said intake air system for directing fuel into said intake air system, wherein said fuel supply system includes a first fuel supply and a second fuel supply, said first and said second fuel supplies having different autoignition properties.

70. The engine of claim 62, wherein said engine body includes combustion chamber walls forming each of said plurality of combustion chambers, said combustion balancing means including a combustion chamber wall temperature control means for varying the temperature of said combustion chamber walls.

71. The engine of claim 70, further including an engine coolant system formed in said engine body for circulating engine coolant, wherein said combustion chamber wall temperature control means includes a coolant temperature control system for varying the temperature of engine coolant in said engine coolant system to vary the temperature of said combustion chamber walls.

72. The engine of claim 70, wherein said combustion chamber wall temperature control means includes an electric heater mounted on said engine body adjacent said combustion chamber for heating said combustion chamber walls.

73. The engine of claim 62, wherein said combustion balancing means includes a glow plug mounted on said engine body adjacent said combustion chamber for heating the mixture of air and fuel in said combustion chamber.

74. The engine of claim 62, wherein said combustion balancing means includes an equivalence ratio varying means associated with each of said plurality of combustion chambers for varying an equivalence ratio in each of said plurality of combustion chambers to maintain combustion balance between said plurality of combustion chambers.

75. The engine of claim 62, wherein said combustion balancing means includes a combustion chamber temperature control means associated with each of said plurality of combustion chambers for controlling the temperature of the mixture in each combustion chamber, said combustion chamber temperature control means including a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in each combustion chamber from one combustion event to a subsequent combustion event to maintain combustion balance between said plurality of combustion chambers.

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

an engine body;

a plurality of cylinders formed in the engine body;

a respective piston mounted in each of said plurality of cylinders for reciprocal movement, each respective piston defining a combustion chamber for containing a mixture of fuel and air;

an intake air system for supplying intake air to said plurality of cylinders;

an exhaust system for directing exhaust gas from said plurality of cylinders;

combustion history control system for controlling a combustion history of future combustion events in said combustion chamber of each of said plurality of cylinders to optimize engine operation, said combustion history control system including to optimize engine operation, said combustion history control system including at least two 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, and equivalence ration 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;

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 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.

77. The engine of claim 76, wherein said engine operating condition detecting means including a respective combustion sensor mounted in each of said plurality of cylinders for sensing at least one of a start of combustion and a duration of combustion and generating a combustion signal, said combustion history value being determined for each combustion based on said combustion signal.

78. The engine of claim 77, further including a cylinder combustion balancing means for variably adjusting operating conditions in said combustion chamber of each of said plurality of cylinders to achieve a similar combustion history for combustion events of said plurality of cylinders to balance combustion between said plurality of cylinders.

79. The engine of claim 78, wherein said exhaust system includes a respective exhaust port associated with each of said plurality of cylinders and formed in said engine body, and and exhaust value operable to open and close said exhaust port at predetermined times during operation of the engine, wherein said cylinder combustion balancing means includes a variable exhaust valve timing control means associated with each of said plurality of cylinders for receiving a variable valve timing control signal from said processor and varying the timing of closing of said exhaust port by said respective exhaust valve to vary an amount of residual exhaust gas remaining in said combustion chamber after a combustion event so as to balance combustion events between said plurality of cylinders.

80. The engine of claim 78, wherein said intake system includes a respective intake port associated with each of said plurality of cylinders and formed in said engine body, and a respective intake valve operable to open and close said respective intake port at predetermined times during operation of the engine, wherein said cylinder combustion balancing means includes a variable intake valve timing control valve timing control signal from said processor and varying the timing of closing of said respective intake port by said respective intake valve so as to balance combustion events between said plurality of cylinders.

81. The engine of claim 78, wherein said cylinder combustion balancing means includes an injector mounted on said engine body for injecting a balancing fluid into one of said intake system and said combustion chamber, said balancing fluid changing the autoignition property of the mixture.

82. The engine of claim 81, wherein said balancing fluid is at least one of a fuel, water, oil, oxygen and ozone.

83. The engine of claim 78, wherein said intake system includes a respective intake port associated with each of said plurality of cylinders and formed in said engine body, said cylinder combustion balancing means including a respective heater mounted in each of said respective intake ports for receiving heater signals for variably controlling the temperature of the intake air.

84. The engine of claim 78, wherein said cylinder combustion balancing means includes a variable compression ratio means associated with each of said plurality of cylinders for varying a compression ratio of each of said plurality of cylinders to maintain combustion balance between said plurality of cylinders.

85. The engine of claim 78, wherein said cylinder combustion balancing means includes a fuel supply system connected to said intake air system for directing fuel into said intake air system, wherein said fuel supply system includes a first fuel supply and a second fuel supply, said first and said second fuel supplies having different autoignition properties.

86. The engine of claim 78, wherein said cylinder combustion balancing means includes a glow plug mounted on said engine body adjacent said combustion chamber for heating the mixture of air and fuel in said combustion chamber.

87. The engine of claim 78, wherein said cylinder combustion balancing means includes an equivalence ratio varying means associated with each of said plurality of cylinders for varying an equivalence ratio in each of said plurality of cylinders to maintain combustion balance between said plurality of cylinders.

88. The engine of claim 78, wherein said cylinder combustion balancing means includes an in-cylinder temperature control means associated with each of said plurality of cylinders for controlling the temperature of the mixture in each combustion chamber, said in-cylinder temperature control means including a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in each combustion chamber from one combustion event to a subsequent combustion event to maintain combustion balance between said plurality of cylinders.

89. The engine of claim 77, wherein said engine body includes combustion chamber walls forming said combustion chamber, said cylinder combustion balancing means including a combustion chamber wall temperature control means for varying the temperature of said combustion chamber walls.

90. The engine of claim 89, further including an engine coolant system formed is said engine body for circulating engine coolant, wherein said combustion chamber wall temperature control means includes a coolant temperature control system for varying the temperature of engine coolant is said engine coolant system to vary the temperature of said combustion chamber walls.

91. The engine of claim 89, wherein said combustion chamber wall temperature control means includes an electric heater mounted on said engine body adjacent said combustion chamber for heating said combustion chamber walls.

92. The engine of claim 77, wherein said combustion history control system includes said temperature control system, said temperature control system including at least one of an intake air temperature control means for controlling the temperature of the intake air or the mixture of air and fuel in the intake system and an in-cylinder temperature control means for controlling the temperature of the mixture in the combustion chamber.

93. The engine of claim 92, wherein said temperature control system includes said intake air temperature control means, said intake air temperature control means including at least one of an air heater positioned in said intake air system and an air cooler positioned in said intake air system.

94. The engine of claim 92, wherein said temperature control system includes said intake air temperature control means, said intake air temperature control means including an exhaust gas recirculation system for delivering exhaust gas from said exhaust gas system to said intake air system to control intake air temperature.

95. The engine of claim 92, wherein said temperature control system includes said intake air temperature control means, said intake air temperature control means including a water injection device for injecting water into said intake air system.

96. The engine of claim 92, wherein said temperature control system includes said in-cylinder temperature control means, said in-cylinder temperature control means including a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in said combustion chamber from one combustion event to a subsequent combustion event.

97. The engine of claim 96, further including an exhaust port formed in said engine body and an exhaust valve operable to open and close said exhaust port in timed relation to a combustion event, wherein said residual mass fraction control means varies the timing of closing of said exhaust port by said exhaust valve to vary the amount of said residual mass fraction.

98. The engine of claim 92, wherein said engine body includes combustion chamber walls forming said combustion chamber, said temperature control system including said in-cylinder temperature control means, said in-cylinder temperature control means including a combustion chamber wall temperature control means for varying the temperature of said combustion chamber walls, said combustion chamber wall temperature control means including at least one of a coolant temperature control system for varying the temperature of an engine coolant to vary the temperature of said combustion chamber walls and an electric heater mounted on said engine body adjacent said combustion chamber for heating said combustion chamber walls.

99. The engine of claim 92, wherein said temperature control system includes said in-cylinder temperature control means, said in-cylinder temperature control means including a glow plug mounted on said engine body for heating the mixture of air and fuel in said combustion chamber.

100. The engine of claim 92, wherein said temperature control system includes said in-cylinder temperature control means, said in-cylinder temperature control means including an injector for injecting a fluid into said combustion chamber to vary the temperature of the mixture of air and fuel.

101. The engine of claim 77, wherein said pressure control system includes a compression ratio varying means for varying at least one of an effective compression ratio and a geometric compression ratio so as to selectively vary the pressure in said combustion chamber to control a timing of the start of combustion.

102. The engine of claim 101, wherein said compression ratio varying means includes a plunger movably mounted on said engine body adjacent said combustion chamber, said plunger movable from a retracted position into an extended position toward said combustion chamber to decrease the size of said combustion chamber and increase the geometric compression ratio.

103. The engine of claim 101, wherein the engine is an opposed piston engine including a first piston mounted on a first crankshaft and a second piston mounted on a second crankshaft opposite said first piston, said combustion chamber being formed between said first and said second pistons, said compression ratio varying device including a phase shifting mechanism for varying a relative phase of rotation between said first and said second crankshafts.

104. The engine of claim 77, wherein said pressure control system includes an intake air pressure control means for varying the pressure of the intake air in said intake air system to vary the pressure of the mixture in said combustion chamber.

105. The engine of claim 104, wherein said intake air pressure control means includes a turbocharger mounted in said intake air system.

106. The engine of claim 77, wherein said mixture autoignition property control system includes a delivery device mounted on said engine body for delivering a reactive fluid into at least one of said intake system and said combustion chamber to control at least one of a timing of the start of combustion and a duration of combustion.

107. The engine of claim 77, further including a fuel supply system connected to said intake air system for directing fuel into said intake air system, said mixture autoignition property control system including a first fuel supply having a first autoignition property and a second fuel supply having a second autoignition property different from said first autoignition property.

108. The engine of claim 77, further including a combustion chamber crevice minimizing means for minimizing the formation of unburned hydrocarbons in combustion chamber crevices during combustion.

109. The engine of claim 108, wherein said crevice minimizing means includes a cutback formed in said piston adjacent said combustion chamber for enlarging a crevice volume.

110. The engine of claim 108, wherein said engine body includes a cylinder block and a cylinder head, said crevice volume minimizing means including a combustion cup formed in said cylinder head in communication with said combustion chamber.

111. The engine of claim 108, wherein said engine body includes a cylinder block and a cylinder head, said crevice volume minimizing means including a heater positioned adjacent said combustion chamber for heating the mixture positioned in combustion chamber crevices.

112. The engine of claim 77, further including a rotatable crank shaft mounted on said engine body, said piston being operatively connected to said crankshaft for reciprocal movement through a top dead center position, wherein said one or more control signals controls 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 the start of combustion to occur between 20 crank angle degrees before said top dead center and 10 crank angle degrees after said top dead center position.

113. The engine of claim 112, wherein said one or more control signals controls 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 combustion to occur over a range of 5-30 crank angle degrees.

114. The engine of claim 77, wherein at least one of said plurality of cylinders operates in a premixed charge compression ignition mode and the remaining cylinders operate in a diesel mode.

115. The engine of claim 114, further including an exhaust gas recirculation system for receiving exhaust gas flow from said at least one cylinder operating in a premixed charge compression ignition mode and directing the exhaust gas into intake air flowing into said remaining cylinders operating in a diesel mode.

116. 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 delivery intake air to said combustion chamber;

at least one of a fuel injection means mounted on said engine body for injecting fuel into one of said combustion chamber and said intake system while the engine operates in a diesel mode and a spark-ignition means 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 means for operating the engine in a premixed charge compression mode, said premixed charge compression ignition mode control means including combustion history control means for controlling a combustion history of future combustion events to optimize engine operation, said combustion history control means including at least one of a temperature control means for ultimately varying the temperature of the mixture of fuel and air, a pressure control means for ultimately varying the pressure of the mixture, an equivalence ratio control means for varying an equivalence ratio of the mixture and a mixture autoignition property control means for varying an autoignition property of the mixture, said premixed charge compression ignition mode control means including an engine operating condition detecting means 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 processing means 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 means, said pressure control means, said equivalence ratio control means and said mixture autoignition property control means to variably control the combustion history of future combustion events; and

a mode processing means for transferring engine operation between said premixed charge compression ignition mode and at least one of said diesel and said spark-ignition modes.

117. The engine of claim 116, further including a cylinder formed in said engine body, a rotatable crankshaft mounted on the engine body and a piston operatively connected to said crankshaft for reciprocal movement, said pressure control means including a variable compression ratio means for varying one of an effective compression ratio and a geometric compression ratio of said cylinder between a first compression ratio and a second compression ratio, said mode processing means causing said cylinder to operate in said spark-ignited mode when said cylinder is operated at said first compression ratio and transferring operation of said cylinder to said premixed charge compression ignition mode when said cylinder is operating at said second compression ratio.

118. The engine of claim 116, 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.

119. The engine of claim 118, wherein said premixed charge compression ignition processing means compares said combustion history value to a predetermined desired combustion history value and generates said at least one control signal based on the comparison of said combustion history value to said desired combustion history value.

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

an engine body;

a plurality of cylinders formed in the engine body;

a respective piston mounted in each of said plurality of cylinders for reciprocal movement, each respective piston defining a combustion chamber for containing a mixture of fuel and air;

an intake air system for supplying intake air to said plurality of cylinders;

an exhaust system for directing exhaust gas from said plurality of cylinders;

combustion history control system for controlling a combustion history of future combustion events in said combustion chamber of each of said plurality of cylinders 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;

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;

a 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; and

a cylinder combustion balancing means for variably adjusting operating conditions in said combustion chamber of each of said plurality of cylinders to achieve a similar combustion history for combustion events of said plurality of cylinders to balance combustion between said plurality of cylinders.

121. The engine of claim 120, wherein said exhaust system includes a respective exhaust port associated with each of said plurality of cylinders and formed in said engine body, and an exhaust valve operable to open and close said exhaust port at predetermined times during operation of the engine, wherein said cylinder combustion balancing means includes a variable exhaust valve timing control means associated with each of said plurality of cylinders for receiving a variable valve timing control signal from said processor and varying the timing of closing of said exhaust port by said respective exhaust valve to vary an amount of residual exhaust gas remaining in said combustion chamber after a combustion event so as to balance combustion events between said plurality of cylinders.

122. The engine of claim 120, wherein said intake system includes a respective intake port associated with each of said plurality of cylinders and formed in said engine body, and a respective intake valve operable to open and close said respective intake port at predetermined times during operation of the engine, wherein said cylinder combustion balancing means includes a variable intake valve timing control means associated with each of said plurality of cylinders for receiving a variable valve timing control signal from said processor and varying the timing of closing of said respective intake port by said respective intake valve so as to balance combustion events between said plurality of cylinders.

123. The engine of claim 120, wherein said cylinder combustion balancing means includes an injector mounted on said engine body for injecting a balancing fluid into one of said intake system and said combustion chamber, said balancing fluid changing the autoignition property of the mixture.

124. The engine of claim 123, wherein said balancing fluid is at least one of a fuel, water, oil, oxygen and ozone.

125. The engine of claim 120, wherein said intake system includes a respective intake port associated with each of said plurality of cylinders and formed in said engine body, said cylinder combustion balancing means including a respective heater mounted in each of said respective intake ports for receiving heater signals for variably controlling the temperature of the intake air.

126. The engine of claim 120, wherein said cylinder combustion balancing means includes a variable compression ratio means associated with each of said plurality of cylinders for varying a compression ratio of each of said plurality of cylinders to maintain combustion balance between said plurality of cylinders.

127. The engine of claim 120, wherein said cylinder combustion balancing means includes a fuel supply system connected to said intake air system for directing fuel into said intake air system, wherein said fuel supply system includes a first fuel supply and a second fuel supply, said first and said second fuel supplies having different autoignition properties.

128. The engine of claim 120, wherein said engine body includes combustion chamber walls forming said combustion chamber, said cylinder combustion balancing means including a combustion chamber wall temperature control means for varying the temperature of said combustion chamber walls.

129. The engine of claim 128, further including an engine coolant system formed in said engine body for circulating engine coolant, wherein said combustion chamber wall temperature control means includes a coolant temperature control system for varying the temperature of engine coolant in said engine coolant system to vary the temperature of said combustion chamber walls.

130. The engine of claim 128, wherein said combustion chamber wall temperature control means includes an electric heater mounted on said engine body adjacent said combustion chamber for heating said combustion chamber walls.

131. The engine of claim 120, wherein said cylinder combustion balancing means includes a glow plug mounted on said engine body adjacent said combustion chamber for heating the mixture of air and fuel in said combustion chamber.

132. The engine of claim 120, wherein said cylinder combustion balancing means includes an equivalence ratio varying means associated with each of said plurality of cylinders for varying an equivalence ratio in each of said plurality of cylinders to maintain combustion balance between said plurality of cylinders.

133. The engine of claim 120, wherein said cylinder combustion balancing means includes an in-cylinder temperature control means associated with each of said plurality of cylinders for controlling the temperature of the mixture in each combustion chamber, said in-cylinder temperature control means including a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in each combustion chamber from one combustion event to a subsequent combustion event to maintain combustion balance between said plurality of cylinders.

134. A method for controlling a combustion history of future combustion events in a combustion chamber of an internal combustion engine operable in a premixed charge compression ignition mode, comprising:

detecting an engine operating condition indicative of the combustion history;

generating an engine operating condition signal indicative of said engine operating condition;

processing said engine operating condition signal and determining an actual combustion history value based on said engine operating condition signal;

generating at least one control signal based on said actual combustion history value;

providing a combustion history control system for controlling a combustion history of future combustion events in the combustion chamber to optimize engine operation, said combustion history control system including at least one of a temperature control system for ultimately varying the temperature of a mixture of fuel and air for combustion in the combustion chamber, 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

providing said at least one control signal to 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 optimize engine operation.

135. The method of claim 134, further including the steps of comparing said actual combustion history value to a predetermined desired combustion history value and generating said at least one control signal based on the comparison of said actual combustion history value to said desired combustion history value, said at least one control signal controlling said 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 cause said actual combustion history value to approach said predetermined desired combustion history value.

136. The method of claim 134, further including a start of combustion sensor for sensing the start of combustion and generating a start of combustion signal, said actual combustion history value being determined based on said start of combustion signal.

137. The method of claim 136, further including the step of controlling said temperature control system to cause the start of combustion to occur earlier by increasing the temperature of the mixture.

138. The method of claim 137, further including the steps of providing a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position and controlling said temperature control system to cause the start of 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 by varying the temperature of the mixture.

139. The method of claim 136, further including the step of controlling said pressure control system to cause the start of combustion to occur earlier by increasing the pressure of the mixture.

140. The method of claim 139, further including the steps of providing a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position and controlling said pressure control system to vary the pressure of the mixture to cause the start of 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.

141. The method of claim 136, further including the step of controlling said equivalence ratio control system to cause the start of combustion to occur earlier by increasing the equivalence ratio of the mixture.

142. The method of claim 141, further including the steps of providing a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position and controlling said equivalence ratio control system to vary the equivalence ratio of the mixture to cause the start of 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.

143. The method of claim 136, further including the step of controlling said mixture autoignition property control system to increase the autoignition property of the mixture in the combustion chamber to cause the start of combustion to occur earlier.

144. The method of claim 143, further including the steps of providing a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement through a top dead center position and controlling said mixture autoignition property control system to vary the autoignition property of the mixture in the combustion chamber to cause the start of 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.

145. The method of claim 136, further including the step of controlling said equivalence ratio control system to decrease the equivalence ratio of the mixture to cause a duration of combustion to increase.

146. The method of claim 145, further including the steps of providing a rotatable crankshaft and a piston operatively connected to said crankshaft for reciprocal movement, and controlling said equivalence ratio control system to vary the equivalence ratio of the mixture to cause a duration of combustion to occur over a range of 5-30 crank angle degrees.

147. The method of claim 134, further including the steps of providing an engine body containing a plurality of combustion chambers, and variably adjusting operating conditions in one or more of said plurality of combustion chambers to cause said actual combustion history value associated with each of said plurality of combustion chambers to approach a desired combustion history value for balancing combustion between said plurality of combustion chambers.

148. The method of claim 147, further including the step of providing a fuel supply system for directing fuel into air for combustion in said plurality of combustion chambers and controlling said equivalence ratio control system to vary the quantity of fuel delivered to one or more of said plurality of combustion chambers to cause said actual combustion value associated with each of said plurality of combustion chambers to approach a desired combustion history value for balancing combustion between said plurality of combustion chambers.

149. The method of claim 147, further including an intake air system for supplying intake air to said plurality of combustion chambers, wherein the step of variably adjusting operating conditions includes a step of supplying a balancing fluid into one of said intake system and at least one of said plurality of combustion chambers to change the autoignition property of the mixture for said at least one of said plurality of combustion chambers to balance combustion between said plurality of combustion chambers.

150. The method of claim 149, wherein said balancing fluid includes ozone.

151. The method of claim 147, wherein said temperature control system includes a respective heater associated with each of said plurality of combustion chambers, wherein the step of variably adjusting operating conditions includes the step of controlling said heaters to vary the temperature of the mixture in the combustion chamber to balance combustion between said plurality of combustion chambers.

152. The method of claim 151, further including an intake air system for supplying intake air to said plurality of combustion chambers, said intake air system including a respective intake port associated with each of said plurality of combustion chambers, each of said heaters being positioned along a respective intake port for heating one of the mixture and a supply of intake air.

153. The method of claim 147, wherein said pressure control system includes a respective variable compression ratio control system associated with each of said plurality of combustion chambers, said step of variably adjusting operating conditions including variably controlling a compression ratio of each combustion chamber for balancing combustion between said plurality of combustion chambers.

154. The method of claim 147, wherein said temperature control system includes a respective glow plug associated with each of said plurality of combustion chambers, said step of variably adjusting operating conditions including variably controlling said respective glow plug to vary the temperature of the mixture in the respective combustion chamber for balancing combustion between said plurality of combustion chambers.

155. The method of claim 147, further including an engine body, an exhaust port formed in said engine body and an exhaust valve means for controlling the flow through said exhaust port in timed relation to a combustion event, wherein said temperature control system includes a residual mass fraction control means for varying a residual mass fraction of combustion products remaining in at least one of said plurality of combustion chambers from one combustion event to a subsequent combustion event, said step of variably adjusting operating conditions including controlling said residual mass fraction control means to vary the flow through said exhaust port by operating said exhaust valve means to vary the amount of said residual mass fraction in a respective combustion chamber to balance combustion events between said plurality of combustion chambers.

156. The method of claim 155, wherein said exhaust valve means includes an exhaust valve operable to open and close said exhaust port in timed relation to a combustion event, said step of variably adjusting operating conditions including controlling said residual mass fraction control means to vary the timing of closing of said exhaust port by said exhaust valve to vary the amount of said residual mass fraction in a respective combustion chamber to balance combustion events between said plurality of combustion chambers.