Homogeneous charge compression ignition dual fuel engine and method for operation

• US 6,463,907 B1
• Filed: 09/15/2000
• Issued: 10/15/2002
• Est. Priority Date: 09/15/1999
• Status: Expired due to Term

• Current Assignee: Caterpillar Incorporated
• Original Assignee: Caterpillar Incorporated
• Inventors: Hiltner, Joel D.
• Primary Examiner(s): Kwon, John
• Application Number:
  US09/663,087
• Time in Patent Office: 760 Days
• Field of Search: 123/304, 123/27.R, 123/525, 123/294
• US Class Current: 123/304
• 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 2201/064 Liquid and gas
• CPC Class Codes: F02D 19/10 peculiar to compression-ignition engines in which the main fuel is gaseous
• 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 41/0027 the fuel being gaseous non-electrical control F02D19/02
• CPC Class Codes: F02D 41/0057 Specific combustion modes combustion modes per se F02D41/3017
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02M 2026/009 EGR combined with means to change air/fuel ratio, ignition timing, charge swirl in the cylinder
• CPC Class Codes: F02M 26/05 High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• CPC Class Codes: F02M 26/10 having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• CPC Class Codes: F02M 43/00 Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
• CPC Class Codes: F02M 69/00 Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
• 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 Homogenous Charge Compression Ignition (HCCI) engine and operating method having ignition timing controlled on a cycle to cycle basis by adding to a primary fuel, which is typically greater than 95% and is a gas such as natural gas with a relatively slow burn rate, varying amounts of high cetane number fuel, typically diesel fuel, before or early in the compression stroke. The amount of high cetane fuel that is injected depends on engine speed and load, and is selected to insure that combustion is phased properly with crankshaft position. The ignition delay is thus controlled substantially independently of the burn duration, which is controlled by varying the amount of Exhaust Gas Recirculation (EGR) in conjunction with the air to fuel ratio so as to maintain a near constant crank angle burn duration over a wide range of engine speeds. Because of the relatively slow burn rate of the natural gas after ignition, relatively low EGR levels and high boost levels are practical with the subject HCCI engine so that its power density is greater than that of previous HCCI engines. The load and speed of the subject HCCI engine may be controlled over a wide range by varying the overall air to fuel ratio or the boost pressure. The high cetane liquid fuel may be injected together with the gas and early in the compression stroke so that the gas atomizes the liquid upon injection.

Claims

1. A method for operating a homogeneous charge, compression ignition engine, the engine having a cylinder and a piston moveable in the cylinder, and the method comprising the steps of:

providing in the cylinder a gaseous medium containing oxygen;

forming a combustible mixture by mixing generally homogeneously into the gaseous medium a first fluid fuel that is relatively difficult to ignite and a second fluid fuel that is relatively easy to ignite; and

compressing the combustible mixture with the piston until combustion starts generally simultaneously at a plurality of locations distributed throughout the combustible mixture after an ignition delay determined by the proportion of the first fuel to the second fuel.

2. The method of claim 1 wherein the first fuel is gaseous and the second fuel is a liquid having a relatively high cetane number.

3. The method of claim 2 wherein the first fuel is natural gas;

the second fuel is a diesel fuel; and

the mass of the natural gas in the combustible mixture is at least about ten times the mass of the diesel fuel.

4. A method for operating a homogenous charge, compression ignition engine, the engine having a cylinder and a piston moveable in the cylinder, and the method comprising the steps of:

providing in the cylinder a gaseous medium containing oxygen;

forming a combustible mixture by mixing generally homogeneously into the gaseous medium a first fluid fuel that is relatively difficult to ignite and a second fluid fuel that is relatively easy to ignite;

compressing the combustible mixture with the piston until combustion starts generally simultaneously at a plurality of locations distributed throughout the combustible mixture after an ignition delay determined by the proportion of the first fuel to the second fuel; and

wherein the ignition delay begins when the piston is at a predetermined rotational position relative to top dead center and wherein the method further comprises the step of controlling the ignition delay by varying the ratio of the amount of the first fuel to the amount of the second fuel.

5. The method of claim 4 wherein the method further comprises shortening the ignition delay by decreasing the ratio of the amount of the first fuel to the amount of the second fuel.

6. The method of claim 5 wherein the engine operation cycle includes an intake phase, a compression phase, a combustion phase and an exhaust phase;

said combustion phase including an ignition delay that is a function of engine speed and engine power at each cycle; and

wherein the method further comprises the steps of;

controlling the power provided by the engine at each cycle by varying the total amount of the first fuel and the second fuel provided in the combustible mixture;

determining for each cycle the ratio of the first fuel to said second fuel giving said effective ignition delay; and

mixing into the combustible mixture for the cycle an amount of said second fuel giving said required ignition delay.

7. The method of claim 6 further comprising the step of providing about the same amount of said gaseous medium containing oxygen to the cylinder at each cycle as the power provided by the engine at each cycle is controlled by varying the total amount of the first fuel and the second fuel provided to the cylinder at each cycle.

8. The method of claim 6 wherein the engine includes a supercharger controllable to increase the amount of said gaseous medium containing oxygen provided to the cylinder at each cycle, and wherein the method further comprises increasing the power provided by the engine at each cycle by controlling the supercharger to increase the amount of said gaseous medium containing oxygen provided to the cylinder at each cycle.

9. The method of claim 8 further comprising providing about the same amount of said gaseous medium containing oxygen to the cylinder at each cycle as the power provided by the engine at each cycle is controlled by varying the total amount of the first fuel and the second fuel provided to the cylinder at each cycle.

10. The method of claim 6 wherein the method further comprises the step of recirculating a portion of exhaust gases into said gaseous medium to control the duration of the combustion phase.

11. A method of operating an engine, comprising the steps of:

mixing a first fuel, a second fuel and oxygen in a cylinder when a piston is closer to a bottom dead center position than to a top dead center position;

adjusting an ignition delay at least in part by providing the first fuel and the second fuel to the cylinder in a determined proportion;

compression igniting the mixture when the piston is closer to the top dead center position than the bottom dead center position.

12. The method of claim 11 wherein said mixing step includes a step of injecting liquid fuel from a fuel injector directly into the cylinder.

13. The method of claim 11 wherein said mixing step includes a step of routing a gaseous fuel into the cylinder.

14. The method of claim 11 wherein said mixing step includes a step of providing compressed air to the cylinder.

15. The method of claim 11 wherein said adjusting step includes a step of enlarging said ignition delay at least in part by reducing a proportion of fuel with a high cetane number relative to fuel with a low cetane number.

16. The method of claim 11 wherein said adjusting step includes a step of reducing said ignition delay at least in part by increasing a proportion of fuel with a high cetane number relative to fuel with a low cetane number.

17. The method of claim 11 including a step of adjusting combustion duration at least in part by recirculating exhaust gases into the cylinder.

18. An engine comprising;

an engine housing with at east one cylinder;

a piston slidably positioned in each said at least one cylinder, and being movable between a bottom dead center position and a top dead center position;

a liquid fuel supply valve attached to said engine housing;

a gaseous fuel supply valve attached to said engine housing;

a controller in control communication with said fuel injector and said gaseous fuel supply valve, and being operable to actuate said fuel injector when said piston is closer to said bottom dead center position than said top dead center position.

19. The engine of claim 18 wherein said fuel injector includes a nozzle tip located in said cylinder.

20. The engine of claim 18 including an exhaust gas recirculation system attached to said engine housing.

21. The engine of claim 18 including a turbocharger operably coupled to said cylinder.

22. The engine of claim 18 wherein said controller includes an ignition delay adjuster operable to determine an adjustment to a proportion of a liquid fuel to a gaseous fuel supplied to said cylinder.