Turbo-charged internal combustion engine with in-cylinder EGR and injection rate shaping

• US 6,968,831 B2
• Filed: 03/30/2004
• Issued: 11/29/2005
• Est. Priority Date: 02/28/2002
• Status: Active Grant

• Current Assignee: AB Volvo
• Original Assignee: MACK Trucks Incorporated (AB Volvo)
• Inventors: Kim, Charlie Chang-Won, Trevitz, Steven Stuart, Suder, Timothy Andrew, Zsoldos, Jeffrey Scott
• Primary Examiner(s): MOHANTY, BIBHU R
• Application Number:
  US10/812,016
• Publication Number:
  US 20050139175A1
• Time in Patent Office: 609 Days
• Field of Search: 123/434, 123/435, 123/568.11, 123/568.14, 123/575, 123/559.1, 123/496
• US Class Current: 123/568.11
• CPC Class Codes: F01L 1/00 Valve-gear or valve arrangements, e.g. lift-valve gear lift-valve and valve-seat assemblies per se F01L3/00; slide-valve gear F01L5/00; actuated non-mechanically F01L9/00; valve arrangements in working piston or piston rod F01L11/00; modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations F01L13/00
• CPC Class Codes: F01L 1/08 Shape of cams
• CPC Class Codes: F01L 2800/00 Methods of operation using a variable valve timing mechanism
• CPC Class Codes: F01L 5/00 Slide valve-gear or valve-arrangements with pure rotary or oscillatory movement F01L7/00
• CPC Class Codes: F01L 5/02 with other than cylindrical, sleeve or part annularly shaped valves, e.g. with flat-type valves
• CPC Class Codes: F01L 7/00 Rotary or oscillatory slide valve-gear or valve arrangements slide valves with combined rotary and non-rotary movements, combinations of rotary and non-rotary slide valves F01L5/00
• CPC Class Codes: F01L 9/10 by fluid means, e.g. hydraulic
• CPC Class Codes: F01L 9/20 by electric means
• 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 27/04 in exhaust systems only, e.g. for sucking-off combustion gases
• CPC Class Codes: F02B 29/0406 Layout of the intake air cooling or coolant circuit
• CPC Class Codes: F02B 33/44 Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
• CPC Class Codes: F02B 33/446 having valves for admission of atmospheric air to engine, e.g. at starting
• 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: F02B 39/12 Drives characterised by use of couplings or clutches therein using fluid slip couplings for varying gear ratio F02B39/08
• 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 26/08 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 57/021 the injector being of valveless type, e.g. the pump piston co-operating with a conical seat of an injection nozzle at the end of the pumping stroke
• CPC Class Codes: F02M 59/366 : Valves being actuated electrically
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies

Abstract

A turbo-charged internal combustion cylinder assembly includes a combustion chamber which may be communicably connected to a compressor via an intake port through an intake manifold and aftercooler so the compressor may provide pre-combustion gases to the combustion chamber when the intake valve is open. An exhaust port communicably connects the combustion chamber to an exhaust manifold. An exhaust valve may open to exhaust post-combustion gases to the exhaust manifold while an intake valve is substantially closed, and the exhaust valve may open to admit post-combustion gases to the combustion chamber while the intake valve is substantially open and an exhaust port pressure in the exhaust port is higher than a combustion chamber pressure in the combustion chamber. A fuel injector may admit fuel to the combustion chamber. A spill valve may control a rate of fuel injection to the combustion chamber, the spill valve having a first position providing a maximum fuel injection rate, a second position providing a substantially zero fuel injection rate, and at least one intermediate position providing an intermediate fuel injection rate between the maximum fuel injection rate and the zero fuel injection rate.

Claims

1. A method of controlling combustion in an internal combustion engine comprising the steps of:

transferring a first quantity of fuel and first post-combustion gases to a combustion chamber through an exhaust port to raise a temperature of said first quantity of fuel while an exhaust port pressure in said exhaust port is higher than a first combustion chamber pressure;

transferring pre-combustion gases into said combustion chamber at said first combustion chamber pressure;

mixing said first quantity of fuel, said pre-combustion gases, and said first post-combustion gases to form a substantially homogenous mixture;

substantially sealing said exhaust port from said combustion chamber;

adding heat to said combustion chamber by raising said first combustion chamber pressure to a second combustion chamber pressure substantially higher than said first combustion chamber pressure;

transferring a second quantity of fuel to said combustion chamber,

substantially combusting said first and second quantities of fuel with said heat to form second post-combustion gases;

exhausting said second post-combustion gases through said exhaust port.

2. The method of controlling combustion in an internal combustion engine of claim 1, wherein the step of transferring said first quantity of fuel and first post-combustion gases to said combustion chamber comprises further the step of injecting said first quantity of fuel into said exhaust port or exhaust manifold.

3. The method of controlling combustion in an internal combustion engine of claim 1, wherein the step of injecting said second quantity of fuel further comprises the step of shaping a rate of said fuel injection.

4. The method controlling combustion in an internal combustion engine of claim 1, wherein the step of substantially combusting said first and second quantities of fuel with said heat to form second post-combustion gases comprises further the steps of:

injecting a third quantity of fuel into said combustion chamber;

substantially combusting said third quantity of fuel with said heat.

5. The method controlling combustion in an internal combustion engine of claim 4, wherein the step of injecting said third quantity of fuel comprises further the step of shaping a rare said fuel injection.