Compression ignition initiation device and internal combustion engine using same

• US 7,398,743 B2
• Filed: 12/27/2005
• Issued: 07/15/2008
• Est. Priority Date: 12/27/2005
• Status: Active Grant

• Current Assignee: Caterpillar Incorporated
• Original Assignee: Caterpillar Incorporated
• Inventors: Fiveland, Scott B.
• Primary Examiner(s): ARGENBRIGHT, TONY MICHAEL
• Application Number:
  US11/318,861
• Publication Number:
  US 20070144459A1
• Time in Patent Office: 931 Days
• Field of Search: 123/1.A, 123/3, 123/143.B, 123/286
• US Class Current: 123/3
• 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 19/108 with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
• CPC Class Codes: F02B 19/12 with positive ignition engines with non-timed positive ignition, and with incandescent chambers F02B9/08
• CPC Class Codes: F02B 9/04 Methods of operating
• 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 19/0642 at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
• CPC Class Codes: F02D 19/0671 Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
• CPC Class Codes: F02D 19/081 Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
• CPC Class Codes: F02D 41/3041 with means for triggering compression ignition, e.g. spark plug
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 Use of alternative fuels, e.g. biofuels

Abstract

An internal combustion engine having a compression ignition initiation device is provided. The compression ignition initiation device includes a body defining a chamber and an outlet from the chamber. The device further includes means, within the chamber, for generating a combustion initiating shock front from the outlet. A method is provided, including compressing a mixture of fuel and air in an internal combustion engine cylinder to a point less than a compression ignition threshold, and initiating ignition of the mixture by subjecting it to a shock front.

Claims

1. A compression ignition initiation device for an internal combustion engine comprising:

a body defining a chamber and an outlet from said chamber, said body further including a fuel inlet separate from said outlet which is configured to supply a fuel to said chamber; and

means, within said chamber, for generating a combustion-initiating shock front via combustion of a relatively more reactive fuel with air that propagates outwardly from said outlet to compression ignite a stoichiometrically lean mixture containing a relatively less reactive fuel and air in an engine cylinder, beginning at said outlet, which is at a compression state less than a compression ignition threshold.

2. The compression ignition initiation device of claim 1 wherein said chamber includes a throat having a converging geometry in a direction of said outlet.

3. The compression ignition initiation device of claim 2 wherein said means for generating comprises an internal combustion device.

4. The compression ignition initiation device of claim 3 wherein said means for generating comprises a spark gap disposed within said chamber.

5. A compression ignition initiation device comprising:

a body defining a chamber and an outlet from said chamber, said chamber including a throat having a converging geometry in a direction of said outlet;

an internal combustion device comprising a spark gap, within said chamber, for generating a combustion-initiating shock front from said outlet;

a fuel inlet to said chamber;

a hydrocarbon fuel source; and

means for reforming hydrocarbon fuel, disposed between said fuel source and said fuel inlet.

6. The compression ignition initiation device of claim 5 wherein said means for reforming comprises a syngas generating porous combuster.

7. An internal combustion engine comprising:

an engine housing defining at least one cylinder, and including a piston configured to compress a stoichiometrically lean mixture of fuel and air in said at least one cylinder up to but not exceeding a point less than a compression ignition threshold; and

a compression ignition initiation device coupled with said at least one cylinder and comprising a combustion-initiating shock front generator fluidly connected with said at least one cylinder and configured to generate a combustion-initiating shock front which propagates outwardly from an outlet of said device to initiate compression ignition of the stoichiometrically lean mixture of fuel and air in said at least one cylinder.

8. The internal combustion engine of claim 7 wherein said compression ignition initiation device further comprises a body defining a pre-chamber having a throat fluidly connected with said at least one cylinder via an outlet.

9. The internal combustion engine of claim 8 wherein said shock front generator comprises a combustion device having a spark gap within said pre-chamber, and a fuel inlet separate from said outlet.

10. The internal combustion engine of claim 9 wherein the throat of said pre-chamber comprises a pressure focusing geometry.

11. A gaseous fuel internal combustion engine comprising:

an engine housing defining at least one cylinder;

a compression ignition initiation device coupled with said at least one cylinder and comprising a combustion-initiating shock front generator fluidly connected with said at least one cylinder and a body defining a pre-chamber having a throat fluidly connected with said at least one cylinder via an outlet, said shock front generator further comprising a combustion device having a spark gap within said pre-chamber;

a fuel supply;

a first fuel supply line from said fuel supply to said at least one cylinder;

a second fuel supply line from said fuel supply to the pre-chamber of said compression ignition initiation device; and

a fuel reformer coupled with said second fuel supply line.

12. The internal combustion engine of claim 11 wherein the throat of said pre-chamber comprises a pressure focusing geometry, and further comprising at least one variably timed gas exchange valve operably associated with said at least one cylinder.

13. A method of operating an internal combustion engine comprising the steps of:

compressing a stoichiometrically lean mixture of fuel and air in an internal combustion engine cylinder up to but not exceeding a point less than a compression ignition threshold; and

initiating ignition of the mixture at least in part by subjecting the mixture of fuel and air to a shock front, including propagating the shock front outwardly from an outlet to the cylinder of a compression ignition initiation device.

14. The method of claim 13 wherein the initiating step comprises generating the shock front via spark ignited fuel combustion in a pre-chamber of a compression ignition initiation device coupled with the engine.

15. The method of claim 14 wherein the initiating step comprises focusing gas pressure of the fuel combustion via a converging throat of the pre-chamber.

16. The method of claim 15 further comprising the steps of:

supplying fuel to the cylinder prior to and/or during the compression step; and

propagating the shock front through a combustion space of the cylinder to compression ignite fuel therein, after the initiating step.

17. A method of operating an internal combustion engine comprising the steps of:

compressing a mixture of fuel and air in an internal combustion engine cylinder to a point less than a compression ignition threshold

initiating ignition of the mixture at least in part by subjecting the mixture of fuel and air to a shock front, including propagating the shock front outwardly from an outlet to the cylinder of a compression ignition initiation device;

supplying fuel to the cylinder prior to and/or during the compression step; and

propagating the shock front through a combustion space of the cylinder to compression ignite fuel therein, after the initiating step;

wherein the initiating step comprises generating the shock front via spark ignited fuel combustion in a pre-chamber of a compression ignition initiation device coupled with the engine;

wherein the initiating step comprises focusing gas pressure of the fuel combustion via a converging throat of the pre-chamber; and

wherein the supplying step comprises supplying a relatively less reactive fuel to the cylinder, the method further comprising the step of supplying a relatively more reactive fuel to the pre-chamber of the compression ignition initiation device.

18. A method of operating an internal combustion engine comprising:

compressing a mixture of fuel and air in an internal combustion engine cylinder to a point less than a compression ignition threshold;

initiating ignition of the mixture at least in part by subjecting the mixture of fuel and air to a shock front;

supplying a relatively less reactive fuel to the cylinder prior to and/or during the compressing step;

propagating the shock front through a combustion space of the cylinder to compression ignite fuel therein, after the initiating step;

wherein the initiating step comprises generating the shock front via spark ignited fuel combustion in a pre-chamber of a compression ignition initiation device coupled with the engine, the method further comprising a step of supplying a relatively more reactive fuel to the pre-chamber of the compression ignition initiation device, and focusing gas pressure of the fuel combustion via a converging throat of the pre-chamber;

wherein the compressing step comprises controlling compression of the mixture of fuel and air in the cylinder at least in part via at least one variably timed gas exchange valve of the cylinder.

19. The method of claim 18 wherein the compressing step further comprises:

compressing the mixture of fuel and air in the cylinder to a point relatively closer to the autoignition threshold, if the engine is in a lower portion of its load range; and

compressing the mixture of fuel and air in the cylinder to a point relatively further from the autoignition threshold, if the engine is in a higher portion of its load range.