Multi-fuel compression ignition engine

• US 7,036,482 B2
• Filed: 07/28/2003
• Issued: 05/02/2006
• Est. Priority Date: 02/23/2001
• Status: Expired due to Fees

• Current Assignee: Clean Air Power, Inc. (Clean Air Power Ltd.)
• Original Assignee: Clean Air Power, Inc. (Clean Air Power Ltd.)
• Inventors: Gebert, Kresimir, Wong, Hoi-Ching, Beck, Niels Johannes
• Primary Examiner(s): TRIEU, THAI BA
• Application Number:
  US10/628,323
• Publication Number:
  US 20040118116A1
• Time in Patent Office: 1,009 Days
• Field of Search: 123/299, 123/300, 123/304, 123/276, 123/27.GE, 123/25.C, 123/478, 123/47.R, 123/336, 239/2.1, 239/533.2
• US Class Current: 123/229
• 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 2075/1824 six
• CPC Class Codes: F02B 23/06 the combustion space being arranged in working piston F02B23/04 takes precedence
• CPC Class Codes: F02B 23/0603 at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
• CPC Class Codes: F02B 23/0621 Squish flow
• CPC Class Codes: F02B 23/0624 Swirl flow
• CPC Class Codes: F02B 23/0651 the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
• 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 29/0406 Layout of the intake air cooling or coolant circuit
• 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 19/061 by controlling fuel injectors
• CPC Class Codes: F02D 19/0631 by estimation, i.e. without using direct measurements of a corresponding sensor
• CPC Class Codes: F02D 19/0689 for in-cylinder direct injection
• CPC Class Codes: F02D 19/10 peculiar to compression-ignition engines in which the main fuel is gaseous
• CPC Class Codes: F02D 41/0027 the fuel being gaseous non-electrical control F02D19/02
• CPC Class Codes: F02D 41/0047 Controlling exhaust gas recirculation [EGR] temperature control with cooler in recirculation circuit F02M26/33
• CPC Class Codes: F02D 41/403 with pilot injections
• CPC Class Codes: F02M 26/06 Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream 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 26/23 Layout, e.g. schematics
• CPC Class Codes: F02M 26/35 : with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
• 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 liquid primary fuel is ignited by HCCI with the assistance of the early injection of a liquid pilot fuel. Pilot fuel injection and/or ignition are preferably controlled so as to permit the injected pilot fuel to become thoroughly distributed through and mixed with the primary fuel/air charge in the combustion chamber and vaporized prior to ignition. Pilot fuel having a lower autoignition temperature will be ignited by compression ignition, followed by the ignition of the homogeneous mixture of the primary fuel and air. HCCI combustion of the primary fuel is facilitated by 1) selection of the properties of the primary and pilot fuels and 2) obtaining a homogenous mixture of primary fuel and air by injecting primary fuel into the engine'"'"'s intake air stream in the form of finely atomized droplets having a mean diameter in the micron range.

Claims

1. A method comprising:

injecting a relatively small volume of a pilot fuel into a combustion chamber of a compression ignition engine so as to ignite a relatively large volume of a liquid primary fuel in the combustion chamber, while controlling at least one of a timing, Tp, of initiation of pilot fuel injection, a pilot fuel injection duration, Dp, and an ignition delay period, Di, such that Dp/Di is <

1.

2. The method as recited in claim 1, wherein the controlling step comprises obtaining a mixing period, Dm>

1°

c.a., where Dm=Di−

Dp.

3. The method as recited in claim 2, wherein the controlling step comprises obtaining a Dm of between 5°

c.a. and 40°

c.a.

4. The method as recited in claim 2, wherein the controlling step comprises altering autoignition timing, Ti.

5. The method as recited in claim 4, wherein said Ti is altered by adjusting exhaust gas recirculation, EGR.

6. The method as recited in claim 2, wherein Di is altered by adjusting at least one of

(A) a temperature, ACT, of an air charge admitted into the combustion chamber;

(B) a pressure, MAP, of the air charge admitted into the combustion chamber, and

(C) an air/fuel ratio, lambda, of a natural gas/air mixture in the combustion chamber.

7. The method as recited in claim 6, wherein said ACT is adjusted by at least one of

(A) altering a percentage of exhaust gas recirculation, EGR, from an exhaust of the engine to the combustion chamber,

(B) altering operation of at least one of 1) a supercharger, 2) a turbocharger, 3) an aftercooler, and 4) an expansion turbine located downstream of the aftercooler,

(C) altering operation of an intercooler which cools intake air being supplied to the combustion chamber, and

(D) injecting water into an intake mixture.

8. The method as recited in claim 6, wherein said MAP is adjusted by adjusting at least one of

A) an operating state of a turbo air bypass valve to control a percentage of intake airflow that bypasses the compressor output of the turbocharger of the engine, and

B) a waste gate or a variable turbine nozzle of a turbocharger.

9. The method as recited in claim 6, wherein lambda is adjusted by altering at least one of

A) a value of a vaporized fuel charge supplied to the intake system or combustion chamber,

B) a mass of the air charge supplied to the combustion chamber,

C) ACT,

D) MAP, and

E) a fraction of firing cylinders, FFC, in a skipfire operation.

10. The method as recited in claim 2, wherein the controlling step comprises adjusting at least one of Tp and Dp.

11. The method as recited in claim 2, wherein the controlling step comprises adjusting a rate of pilot fuel combustion in the combustion chamber by adjusting at least one of a size, a number, a distribution, and a fraction of vaporization of pilot fuel droplets in the combustion chamber.

12. The method as recited in claim 1, wherein the injecting step comprises operating an electronically actuated fuel injector coupled to a source of a fuel that is combustible by compression-ignition.

13. The method as recited in claim 12, wherein the injector comprises one which injects fuel in an expanding cloud during at least a substantial portion of an injection event.

14. The method as recited in claim 1, wherein said pilot fuel has a relatively narrow boiling point temperature range and lower autoignition temperature than said primary fuel.

15. The method as recited in claim 14, wherein said pilot fuel comprises diesel fuel and said primary fuel comprises Dimethyl Ether.

16. The method as recited in claim 15, wherein said primary fuel is supplied to an air intake system of said engine as a fog of droplets having a mean diameter in the micron range.

17. The method as recited in claim 16, wherein said droplets have a mean diameter of about 5 microns to about 20 microns.

18. The method as recited in claim 16, wherein said primary fuel is supplied via at least one fogging nozzle.

19. The method as recited in claim 16, wherein said primary fuel is injected either directly into an air intake manifold of said engine or into an inlet of a compressor of a turbocharger of said engine.

20. The method as recited in claim 1, wherein said primary fuel is supplied to the engine so as to homogeneously mix with air, thereby permitting homogeneous charge compression ignition (HCCI) of said primary fuel.

21. A method comprising:

supplying a relatively large volume of a liquid primary fuel to a combustion chamber of a compression ignition engine so as to form a homogeneous mixture of said primary fuel and air in said combustion chamber;

injecting a relatively small volume of a pilot fuel into said combustion chamber, said pilot fuel having a lower autoignition temperature than said primary fuel and having a relatively narrow boiling point temperature range; and

autoigniting said pilot fuel by compression ignition and igniting said primary fuel through combustion of said pilot fuel, thereby obtaining pilot assisted HCCI combustion of said primary fuel.

22. The method as recited in claim 21, further controlling at least one of a timing, Tp, of initiation of pilot fuel injection, a pilot fuel injection duration, Dp, and an ignition delay period, Di, such that Dp/Di is <

1.

23. The method as recited in claim 21, wherein said pilot fuel comprises diesel fuel and said primary fuel comprises Dimethyl Ether.

24. The method as recited in claim 21, wherein said primary fuel is supplied to an air intake system of said engine as a fog of droplets having a diameter in the micron range.

25. The method as recited in claim 24, wherein said droplets have a diameter of about 5 microns to about 20 microns.

26. The method as recited in claim 25, wherein said primary fuel is supplied via at least one fogging nozzle.

27. The method as recited in claim 26, wherein said primary fuel is supplied via a plurality of fogging nozzles, and further comprising adjusting a primary fuel supply quantity by at least one of

A) adjusting primary fuel supply pressure;

B) pulse-width-modulating flow through at least one of said nozzles;

C) varying an orifice diameter of at least one of said nozzles; and

D) disabling at least one of said nozzles.

28. The method as recited in claim 26, wherein said fogging nozzle has an impaction device against which injected fuel impinges to atomize fuel droplets.

29. A method comprising:

A) injecting a liquid fuel into an air stream so as to form a homogeneous mixture of air and atomized droplets of fuel having a mean diameter of less than about 50 microns;

B) admitting said mixture into a combustion chamber of an internal combustion engine; and

C) igniting the liquid fuel in said mixture by compression ignition so as to achieve homogeneous charge compression ignition (HCCI) of said liquid fuel, wherein, after the injecting step, said liquid fuel evaporates and cools the air in said mixture.

30. The method as recited in claim 29, wherein the injecting step comprises injecting atomized droplets having a mean diameter of between about 5 microns and about 20 microns.

31. The method as recited in claim 29, wherein said liquid fuel is injected via at least one fogging nozzle.

32. The method as recited in claim 31, wherein said fogging nozzle has an impaction device against which injected fuel impinges to atomize fuel droplets.

33. The method as recited in claim 29, wherein the injecting step is performed on a full range of engine operating speeds and engine loads.

34. A method comprising:

A) injecting a liquid fuel into an air stream so as to form a homogeneous mixture of air and atomized droplets of fuel having a mean diameter of less than about 50 microns;

B) admitting said mixture into a combustion chamber of an internal combustion engine; and

C) igniting the liquid fuel in said mixture by compression ignition so as to achieve homogeneous charge compression ignition (HCCI) of said liquid fuel, wherein said liquid fuel is injected via a plurality of fogging nozzles, and further comprising adjusting a fuel supply quantity by at least one of

A) adjusting fuel supply pressure;

B) pulse-width-modulating flow through at least one of said nozzles;

C) varying an orifice diameter of at least one of said nozzles; and

D) disabling at least one of said nozzles.

35. A method comprising:

A) injecting a liquid fuel into an air stream so as to form a homogeneous mixture of air and atomized droplets of fuel having a mean diameter of less than about 50 microns;

B) admitting said mixture into a combustion chamber of an internal combustion engine; and

C) igniting the liquid fuel in said mixture by compression ignition so as to achieve homogeneous charge compression ignition (HCCI) of said liquid fuel , wherein

said liquid fuel is a primary fuel, and further comprising injecting a relatively small volume of a pilot fuel into said combustion chamber, said pilot fuel having a lower autoignition temperature than said primary fuel and having a relatively narrow boiling point temperature range; and

wherein

the compression ignition step comprises autoigniting said pilot fuel by compression ignition and igniting said primary fuel through combustion of said pilot fuel, thereby obtaining pilot assisted HCCI of said primary fuel.

36. The method as recited in claim 35, wherein said pilot fuel comprises diesel fuel and said primary fuel comprises Dimethyl Ether.

37. The method as recited in claim 35, further controlling at least one of a timing, Tp, of initiation of pilot fuel injection, a pilot fuel injection duration, Dp, and an ignition delay period, Di, such that Dp/Di is <

1.

38. A method comprising:

A) injecting a liquid fuel into an air stream so as to form a homogeneous mixture of air and atomized droplets of fuel having a mean diameter of less than about 50 microns;

B) admitting said mixture into a combustion chamber of an internal combustion engine; and

C) igniting the liquid fuel in said mixture by compression ignition so as to achieve homogeneous charge compression ignition (HCCI) of said liquid fuel,

wherein a turbocharger and a cooler are located in series in an air intake passage through which said air stream passes, and wherein the injecting step comprises injecting the liquid fuel into the air intake passage upstream of the turbocharger.

39. A method of operating an engine having a cylinder which includes an engine head and a piston which is reciprocateably translatable in the cylinder to define a variable-volume combustion chamber between the engine head and the piston, the method comprising the steps of:

(A) performing an intake stroke of the piston;

(B) performing a compression stroke of the piston after the intake stroke;

(C) admitting a homogeneous charge of a liquid fuel and air into the combustion chamber during one of the intake stroke and the compression stroke, said homogeneous charge being formed by injecting said liquid fuel into the intake air stream in the form of atomized droplets having a mean diameter of less than about 30 microns;

(D) injecting a pilot fuel charge into the combustion chamber during the compression stroke, said pilot fuel having a lower autoignition temperature than said primary fuel and having a relatively narrow boiling point temperature range;

(E) combusting said pilot fuel charge to ignite said primary fuel by HCCI, wherein the steps of injecting the pilot fuel charge and igniting the pilot fuel charge comprise, on a cycle-by-cycle, full load and speed range basis

(1) initiating pilot fuel injection at a time, Tp,

(2) continuing pilot fuel injection for a duration, Dp, and

(3) igniting the pilot fuel charge by compression-ignition at an autoignition point, Ti, occurring an ignition delay interval Di after Tp; and

(4) controlling at least one of Tp, Dp, and Di to maintain Dp/Di<

1.