Distributed ignition method and apparatus for a combustion engine

• US 7,007,669 B1
• Filed: 12/03/2004
• Issued: 03/07/2006
• Est. Priority Date: 12/03/2004
• Status: Expired due to Fees

• Current Assignee: Caterpillar Incorporated
• Original Assignee: Caterpillar Incorporated
• Inventors: Bailey, Brett M., Willi, Martin L., Gong, Weidong, Fiveland, Scott B.
• Primary Examiner(s): KWON, JOHN
• Application Number:
  US11/003,537
• Time in Patent Office: 459 Days
• Field of Search: 123/430, 123/431, 123/1.A, 123/575, 123/304, 123/305, 123/299
• US Class Current: 123/430
• 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 19/061 by controlling fuel injectors
• CPC Class Codes: F02D 19/0655 at least one fuel being an alcohol, e.g. ethanol F02D19/084 takes precedence
• CPC Class Codes: F02D 19/0692 Arrangement of multiple injectors per combustion chamber
• 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: F02M 25/0228 Adding fuel and water emulsion
• 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: F02P 5/1502 using one central computing unit
• 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 method and apparatus for operating an internal combustion engine is provided. The method comprises the steps of introducing a primary fuel into a main combustion chamber of the engine, introducing a pilot fuel into the main combustion chamber of the engine, determining an operating load of the engine, determining a desired spark plug ignition timing based on the engine operating load, and igniting the primary fuel and pilot fuel with a spark plug at the desired spark plug ignition timing. The method is characterized in that the octane number of the pilot fuel is lower than the octane number of the primary fuel.

Claims

1. A distributed ignition engine, comprising:

a cylinder assembly, comprising (1) an engine block having a piston cylinder defined therein, (2) an engine head secured to the engine block, and (3) a piston that translates within the piston cylinder, wherein the engine block, the engine head, and the piston cooperate to define a combustion chamber;

an intake port positioned in fluid communication with the combustion chamber during intake of a primary fuel and air mixture;

a fuel injector operable to inject a pilot fuel for introduction into the combustion chamber of the engine;

a spark plug configured to ignite the primary fuel and pilot fuel within the combustion chamber;

an engine load determining device; and

a controller configured to receive information from the engine load determining device and configured to responsively determine a desired spark plug ignition timing based on a desired homogeneous distribution of the pilot fuel within the combustion chamber.

2. The engine as claimed in claim 1, characterized in that the controller includes a map of spark ignition timing, pilot fuel quantity, and NOx for the determined engine load.

3. The engine as claimed in claim 1, characterized in that the fuel injector directly injects pilot fuel into the combustion chamber.

4. The engine as claimed in claim 1, characterized in that the fuel injector injects pilot fuel into an intake conduit.

5. The engine as claimed in claim 1, characterized in that the spark plug comprises a pre-chamber.

6. The engine as claimed in claim 1, characterized in that the primary fuel and air mixture is a mixture of natural gas and air and the pilot fuel is a fuel having a cetane number higher than natural gas.

7. The engine as claimed in claim 1, characterized in that the primary fuel is natural gas.

8. The engine as claimed in claim 1, characterized in that the primary fuel and air mixture is a mixture of natural gas and air.

9. The engine as claimed in claim 1, characterized in that the pilot fuel has a cetane number higher than a cetane number of the primary fuel and air mixture.

10. The engine as claimed in claim 1, characterized in that the pilot fuel is diesel.

11. A distributed ignition engine, comprising:

a cylinder assembly, comprising (1) an engine block having a piston cylinder defined therein, (2) an engine head secured to the engine block, and (3) a piston that translates within the piston cylinder, wherein the engine block, the engine head, and the piston cooperate to define a combustion chamber;

an intake port positioned in fluid communication with the combustion chamber during intake of a primary fuel and air mixture;

a fuel injector operable to inject a pilot fuel for introduction into the combustion chamber of the engine;

a micro-pilot injector configured to inject a secondary fuel into the combustion chamber, which auto-ignites at some point during the compression stroke, for igniting the primary fuel and pilot fuel;

an engine load determining device; and

a controller configured to receive information from the engine load determining device and configured to responsively determine a desired spark plug ignition timing based on a desired homogeneous distribution of the pilot fuel within the combustion chamber.

12. The engine as claimed in claim 11, characterized in that the fuel injector is the micro-pilot injector and the pilot fuel is of the same type as the secondary fuel,

wherein the pilot fuel is directly injected into the combustion chamber before the secondary fuel.