Method for controlling a combustion process in a combustion engine

• US 6,820,587 B1
• Filed: 08/19/2002
• Issued: 11/23/2004
• Est. Priority Date: 09/29/1999
• Status: Expired due to Term

• Current Assignee: Volvo Truck Corporation (AB Volvo)
• Original Assignee: AB Volvo
• Inventors: Sarnbratt, Ulla, Magnusson, Ingemar, Hoglund, Anders, Eismark, Jan
• Primary Examiner(s): ARGENBRIGHT, TONY MICHAEL
• Application Number:
  US10/089,250
• Time in Patent Office: 827 Days
• Field of Search: 123/294, 123/299, 123/301, 123/305, 123/568.11, 123/661
• US Class Current: 123/299
• 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 2275/14 Direct injection into combustion chamber
• CPC Class Codes: F02B 23/0639 the combustion space having substantially the shape of a cylinder
• CPC Class Codes: F02B 23/0645 Details related to the fuel injector or the fuel spray
• CPC Class Codes: F02B 23/0672 Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis the surrounding wall being exactly vertical F02B23/0696
• 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 2041/3052 the mode being the stratified charge compression-ignition mode
• CPC Class Codes: F02D 2250/31 Control of the fuel pressure
• CPC Class Codes: F02D 2250/36 Control for minimising NOx emissions
• CPC Class Codes: F02D 41/0057 Specific combustion modes combustion modes per se F02D41/3017
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02D 41/40 with means for controlling injection timing or duration
• CPC Class Codes: F02D 41/405 with post injections
• CPC Class Codes: F02M 45/12 providing a continuous cyclic delivery with variable pressure
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Process which, by spray-controlled, directly injected combustion with the aid of step-by-step technical development of the whole of the combustion system, achieves an intensified mixing process during injection and after-burning, which speeds up soot oxidation during various stages so effectively that the engine can be run with sufficiently high EGR content for desired NOx and soot content down to ultra-low emissions, at the same time as parameters which control the efficiency are decoupled from measures for desired emission level, thereby enabling optimum efficiency to be attained for the process.

Claims

1. Method for controlling the combustion process in a combustion engine, comprising at least one cylinder, at least one piston which reciprocates in the cylinder, and is set to reverse in the cylinder at an upper and lower dead center position, and at least one fuel feed device disposed in the cylinder, the method comprising:

injecting through said at least one fuel feed device a fuel mixture directly into the cylinder with high kinetic energy such that the fuel or the fuel mixture, on its way into the cylinder, forms a spray and is mixed with cylinder gas compressed in the cylinder forming a fuel/gas mixture;

igniting said fuel/gas mixture by compression heat generated in the cylinder only after an at least local mixing of fuel and cylinder gas has occurred;

wherein the spray, during the injection step, supplies kinetic energy and controls a spray-internal mixing process between the fuel, or the fuel mixture, and the cylinder gas, and supplies kinetic energy to a large-scale global mixing process; and

supplying further kinetic energy to the spray-internal and to the global mixing process as a result of the motion and/or design of the piston.

2. The method according to claim 1, further comprising controlling essentially independently of each other soot and nitrogen oxide emissions generated during the combustion process and the efficiency of the engine, the soot emissions being primarily controlled by the quantity of supplied kinetic energy to the mixture, the nitrogen oxide emissions being primarily controlled by the quantity of exhaust gases from earlier combustion processes, and the efficiency being primarily controlled by the center of gravity in the combustion chamber and the duration of heat release.

3. The method according to claim 1, wherein the gas compressed in the cylinder contains, for an optional quantity of nitrogen oxide emission, a certain proportion of exhaust gases from earlier combustion processes which have been recirculated to the cylinder in accordance with a variation in the oxygen content from about 21% down to about 15%.

4. The method according to claim 1, wherein the injection pressure of the fuel feed device is higher than 300 bar.

5. The method according to claim 4, wherein the injection pressure of the fuel feed device is between 1000 and 3000 bar.

6. The method according to claim 1, further comprising controlling the injection pressure such that the injection pressure varies during the injection of the fuel or the fuel mixture into the cylinder.

7. The method according to claim 1, wherein the fuel or the fuel mixture is injected such that the fuel or the fuel mixture, at the start of the injection, is injected at the maximum pressure generated during the entire injection.

8. The method according to claim 1, wherein as a result of the motion and design of the piston, kinetic energy is supplied during an expansion phase, to the large-scale global mixing process.

9. The method according to claim 1, wherein the fuel or the fuel mixture is injected through nozzles of round, elliptical, or other suitable shape having a size of about 0.05-0.40 mm.

10. The method according to claim 1, wherein injection of the fuel or the fuel mixture into the cylinder is begun, when applied to a combustion engine with crankshaft, at a crankshaft angle of approximately 20°

before to approximately 20°

after the upper dead center position.

11. The method according to claim 1, wherein the mixing is carried out locally, since fuel or the fuel mixture and the cylinder gas are mixed in regions upstream of the regions in the spray where combustion takes place and since the injection continues after ignition has been realized.

12. The method according to claim 11, further comprising controlling the local mixing during the injection period by the distance between the fuel feed device, and where the fuel/gas mixture principally burns, and said distance being controlled by the kinetic energy and the turbulence in the spray and the shape of the spray which leaves the fuel feed device, and by the content of exhaust gases in the cylinder which is recirculated to the cylinder from earlier combustion processes.

13. The method according to claim 1, wherein the mixing is carried out globally since essentially the entire quantity of fuel corresponding to one combustion cycle is injected and mixed in the cylinder before ignition and combustion are realized.

14. The method according to claim 1, wherein the gas motion is formed by the gas present in the cylinder being forced out through a gap between the periphery of a piston top and one end of the cylinder, when the piston is in the upper dead center position.

15. The method according to claim 1, wherein a swirl motion is generated in the cylinder.

16. The method according to claim 1, further comprising supplying further kinetic energy to the mixture through a post-injection.