GB2511131A - Compression Ignition Engine - Google Patents

Compression Ignition Engine Download PDF

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Publication number
GB2511131A
GB2511131A GB1303381.6A GB201303381A GB2511131A GB 2511131 A GB2511131 A GB 2511131A GB 201303381 A GB201303381 A GB 201303381A GB 2511131 A GB2511131 A GB 2511131A
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GB
United Kingdom
Prior art keywords
engine
combustion chamber
gas
fuel
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB1303381.6A
Other versions
GB2511131B (en
GB201303381D0 (en
Inventor
Ian Graham Pegg
Andy David Scarisbrick
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to GB1303381.6A priority Critical patent/GB2511131B/en
Publication of GB201303381D0 publication Critical patent/GB201303381D0/en
Priority to CN201410062450.3A priority patent/CN104005867B/en
Priority to DE102014203315.2A priority patent/DE102014203315A1/en
Publication of GB2511131A publication Critical patent/GB2511131A/en
Application granted granted Critical
Publication of GB2511131B publication Critical patent/GB2511131B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/3011Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00Engines characterised by fuel-air mixture compression
    • F02B1/12Engines characterised by fuel-air mixture compression with compression ignition
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047Controlling exhaust gas recirculation [EGR]
    • F02D41/005Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0057Specific combustion modes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D21/00Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/02Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F02M25/12Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

A compression ignition engine 10 operable in a low temperature combustion mode comprises (a) a plurality of cylinders 12, each defining a combustion chamber 14, wherein the engine is adapted to deliver and mix air and fuel within each combustion chamber, the mix being at or near a stoichiometric mixture (b) control means 40 including a sensor for sensing an engine load 42; (c) a source of a gas comprising oxygen coupled to the control means 40. In response to the sensor 42 sensing a transition to a high engine load, the gas containing oxygen is supplied to each combustion chamber 14 prior to or simultaneously with an increase in the supply of fuel to each combustion chamber to substantially maintain the stoichiometric air-fuel ratio. The source of oxygen may be a reformer 50 and storage vessel 52 which is coupled to the air intake manifold 30 via a controlled valve 54. If the engine is to be kept at high load the valve 54 may be gradually closed while delivery of EGR gases is increased.

Description

Compression Ignition Engine The present invention relates to compression ignition engines. In particular, but not exclusively, the invention relates to homogeneous charge compression ignition (HCCI) engines for vehicles and operable at high loads.
It is known that the diesel, or compression ignition, engine is the most thermally efficient engine for converting fuel energy to useful work due to its very high compression ratio. In particular, diesel engines are much more efficient than to petrol engines when at low power and at engine idle. Diesel engines use the heat of compression to initiate ignition to burn the fuel within the combustion chamber, in contrast to spark-ignition engines such as a petrol engines.
HCCI engines have been attempted to further improve efficiency. The energy is release is distributed throughout the volume of the combustion chamber, rather than being localized within a flame. Locally, the chemical reaction is slow because the temperatures are low but, because the energy release is distributed throughout the combustion chamber volume, the integrated heat release rate can match or surpass that obtained from flame induced energy release.
It is known that low temperature combustion (LTC) can reduce emissions and improve efficiency. Regarding emissions, NOx is low and particulates are not formed when using a stoichiometric mixture of air and fuel. Regarding efficiency, an increase in work output per unit of volume expansion can be achieved by keeping temperatures in the combustion chamber low.
However, to date, a number of technological issues still exist. The control of in-cylinder conditions has been challenging but this problem has more or less been solved. Another issue is transitioning to higher loads and achieving performance at a high load. The aim of LTC is to achieve volumetric energy release via autoignition. To moderate the rates of pressure rise, the air to fuel ratio used is close to a stoichiometric mixture. To reach high load, more fuel must be introduced into the cylinder. However, when using a stoichiometric mixture, adding fuel significantly increases emissions while having little effect on increasing engine output. And for automotive applications, the increase in engine output should occur rapidly, such as within tens of milliseconds.
Furthermore, decreasing the air to fuel ratio (by adding fuel) will result in even higher peak pressures and heat release rates. In addition, many of the control strategies used for HCCI engines require thermal preheating of the charge. This to reduces the density and hence the mass of the air/fuel charge in the combustion chamber, which reduces power.
Two known ways to increase power are to use fuels with different autoignition properties, and to thermally stratify the charge so that different points in the IS compressed charge will have different temperatures and so will burn at different times lowering the heat release rate. However, these strategies are inflexible or difficult to control or reduce the advantages achieved using homogeneous charge.
It is desirable to provide a compression ignition engine which is operable at a high load. It is desirable to provide a compression ignition engine which can rapidly and efficiently transition from a low to a high load.
According to a first aspect of the present invention there is provided a compression ignition engine operable in a low temperature combustion mode, the engine comprising: a plurality of cylinders, each defining a combustion chamber, wherein the engine is adapted to deliver and mix air and fuel within each combustion chamber, the mix being at or near a stoichiometric mixture; control means including a sensor for sensing an engine load; a source of a gas comprising oxygen coupled to the control means, wherein, in response to the sensor sensing a transition to a high engine load, the control means is adapted to supply gas to each combustion chamber prior to or simultaneously with an increase in fuel to each combustion chamber.
The engine may be adapted to operate using a stoichiometric air to fuel ratio.
The control means may be adapted to supply gas to each combustion chamber prior to or simultaneously with an increase in fuel such that the stoichiometric air to fuel ratio is substantially maintained.
to The gas may be oxygen. Alternatively, the gas may be air.
The source of gas may comprise a reformer device adapted to produce oxygen.
The engine may include an intake manifold fluidly connected to each cylinder for IS delivering air to each combustion chamber. The control means may be adapted to supply gas to the intake manifold.
The engine may include a gas injector to supply gas to the intake manifold. The gas injector may be a low pressure gas injector.
The control means may comprise an engine control unit. The control means may be adapted to control the amount of fuel delivered to each combustion chamber.
The engine may include a fuel delivery system fluidly connected to each cylinder for delivering fuel to each combustion chamber.
The engine may include an exhaust gas recirculation (EGR) system adapted to recirculate a portion of the engine's exhaust gas to each combustion chamber.
The control means may be adapted to, following the supply of gas to each combustion chamber, recirculate exhaust gas to each combustion chamber until a predetermined air to fuel ratio is achieved. The control means may be adapted to subsequently reduce or cease the supply of gas to each combustion chamber.
A vehicle including an engine according to the first aspect of the present invention.
According to a second aspect of the present invention there is provided a method of operating a compression ignition engine in a low temperature combustion mode, the method comprising: to delivering air and fuel to the cylinders of the engine, wherein each cylinder defines a combustion chamber; mixing the air and fuel within each combustion chamber, wherein the amount of air and fuel delivered produce a mix which is at or near a stoichiometric mixture; IS sensing an engine load; in response to sensing a transition to a high engine load, supplying a gas comprising oxygen to each combustion chamber; and increasing the supply of fuel to each combustion chamber.
The method may include operating the engine at a substantially stoichiometric air to fuel ratio. The method may include supplying gas to each combustion chamber such that the stoichiometric air to fuel ratio is substantially maintained.
The method may include delivering air to each combustion chamber via an intake manifold fluidly connected to each cylinder. The method may include supplying the gas to the intake manifold.
The method may include injecting the gas at low pressure gas to the intake manifold.
The method may include recirculating exhaust gas to each combustion chamber.
The method may include, following the supply of gas to each combustion chamber, recirculating exhaust gas to each combustion chamber until a predetermined air to fuel ratio is achieved. The predetermined air to fuel ratio may be a substantially stoichiometric air to fuel ratio. The method may include subsequently reducing or ceasing the supply of gas to each combustion chamber.
Embodiments of the present invention will now be described, by way of example to only, with reference to the accompanying drawings in which: Figure 1 is a known graph showing the air to fuel ratio and temperature for a low temperature and conventional combustion mode and noting regions of high emissions; Figure 2 is a schematic diagram of an engine according to the present invention; Figure 1 is a graph of air to fuel ratios against flame temperatures for compression ignition engines. The graph shows a region 100 in which an engine operating in a low temperature mode and at low to medium loads typically operates, and a region 102 in which a conventional diesel engine operating at a high load typically operates. Also shown on the graph are two separate regions of high emissions: a region 110 involving a higher air to fuel ratio and temperature which produces high levels of NOx; and a region 112 involving a low air to fuel ratio and medium temperature which produces high levels of particulates.
Typically, a low load could be up to 3 bar BMEP, and a high load could be a load greater than this for light commercial engines. However, the values depend on the engine and conditions. It may be desirable to use the method described to go from ibar to 3 bar BMEP, or from, say, 4 bar to a higher load.
For an engine operating in a low temperature mode at low to medium loads, the temperature is typically less than 2,000°K and so both regions of high emissions are generally avoided. Other than performance, this is a main reason why low temperature combustion is attractive.
A conventional compression ignition engine, on the other hand, tends to produce higher levels of NOx and/or particulates at low to medium loads due to the greater temperature. It is only at higher loads (involving a higher temperature to and a high supply of fuel which reduces the air to fuel ratio) that the regions of high emissions are avoided. However, it should be noted that a conventional compression ignition engine operating at a high load can produce acceptably low levels of emissions (by operating in the bottom right corner region of Figure 1).
is Figure 2 shows an engine 10 according to the invention. The engine lOis a compression ignition engine operable in a low temperature combustion mode.
The engine 10 comprises a number of cylinders 12 (only two are shown in Figure 2), each of which defines a combustion chamber 14. A fuel delivery system comprising a fuel tank 20 and fuel pump 22 is fluidly connected to each cylinder 12 for delivering fuel to each combustion chamber 14. Also, an air intake manifold 30 is fluidly connected to each cylinder for delivering air to each combustion chamber 14. The engine 10 is adapted to deliver and mix air and fuel within each combustion chamber 14 to achieve a mix which is at or near a stoichiometric mixture.
The engine 10 also includes control means which comprises an engine control unit 40. The engine control unit 40 is connected to the fuel delivery system and selectively controls the fuel pump 22 to control the amount of fuel delivered to each combustion chamber. The control means also includes a sensor 42 for sensing the engine load. When a higher engine load is sensed, the engine control unit 40 can control the fuel pump 22 to increase the fuel delivered to each combustion chamber.
A reformer device 50 is provided which produces oxygen. This oxygen is passed to a storage vessel 52 where it is stored at low pressure. The storage vessel 52 is connected to the air intake manifold 30 via a valve 54. The engine control unit controls the valve 54 for selectively allowing oxygen to pass to the air intake manifold 30 and thus to the combustion chamber 14 of the cylinders 12.
to When the sensor 42 senses a transition from a low to a high engine load, the engine control unit 40 increases the delivery of fuel to the cylinders 12. At about the same time (it may be just before or after), the engine control unit 40 also opens the valve 54 allowing oxygen to pass to the cylinders 12 via the air intake manifold 30.
The amount of oxygen delivered to the cylinders 12 is proportional to the increase in fuel delivered to the cylinders 12. By such means, the stoichiometric air to fuel ratio is substantially maintained. This avoids the high production of emissions and improves engine efficiency. It may also be desirable to run in a "conventional" combustion mode as the load is too high to achieve low temperature combustion.
The engine 10 includes an exhaust gas recirculation (EGR) system 60 adapted to recirculate a portion of the engine's exhaust gas back to each combustion chamber 14. The EGR system 60 is also controlled by the engine control unit 40.
If the engine 10 is to be maintained at a high load, the engine control unit 40 can reduce the supply of oxygen by gradually closing the valve 54 and increase the delivery of recirculated exhaust gas to the cylinders 12 until a desired predetermined air to fuel ratio is achieved. If the engine is turbocharged, boost may also need to be adjusted to give the desired intake charge pressure.
Whilst specific embodiments of the present invention have been described above, it will be appreciated that departures from the described embodiments may still fall within the scope of the present invention. I0
IS

Claims (17)

  1. Claims 1. A compression ignition engine operable in a low temperature combustion mode, the engine comprising: a plurality of cylinders, each defining a combustion chamber, wherein the engine is adapted to deliver and mix air and fuel within each combustion chamber, the mix being at or near a stoichiometric mixture; control means including a sensor for sensing an engine load; a source of a gas comprising oxygen coupled to the control means, to wherein, in response to the sensor sensing a transition to a high engine load, the control means is adapted to supply gas to each combustion chamber prior to or simultaneously with an increase in fuel to each combustion chamber.
  2. 2. An engine as claimed in claim 1, wherein the engine is adapted to operate IS using a stoichiometric air to fuel ratio.
  3. 3. An engine as claimed in claim 1 or 2, wherein the control means is adapted to supply gas to each combustion chamber prior to or simultaneously with an increase in fuel such that the stoichiometric air to fuel ratio is substantially maintained.
  4. 4. An engine as claimed in any preceding claim, wherein the gas is oxygen.
  5. 5. An engine as claimed in any preceding claim, wherein the source of gas comprises a reformer device adapted to produce oxygen.
  6. 6. An engine as claimed in any preceding claim, wherein the engine includes an intake manifold fluidly connected to each cylinder for delivering air to each combustion chamber, and wherein the control means is adapted to supply gas to the intake manifold. l0
  7. 7. An engine as claimed in claim 6, wherein the engine includes a gas injector to supply gas to the intake manifold.
  8. 8. An engine as claimed in any preceding claim, wherein the control means comprises an engine control unit.
  9. 9. An engine as claimed in any preceding claim, wherein the control means is adapted to control the amount of fuel delivered to each combustion chamber.to
  10. 10. An engine as claimed in any preceding claim, wherein the engine includes a fuel delivery system fluidly connected to each cylinder for delivering fuel to each combustion chamber.
  11. 11. An engine as claimed in any preceding claim, wherein the engine includes an exhaust gas recirculation system adapted to recirculate a portion of the engine's exhaust gas to each combustion chamber.
  12. 12. An engine as claimed in claim 11, wherein the control means is adapted to, following the supply of gas to each combustion chamber, recirculate exhaust gas to each combustion chamber until a predetermined air to fuel ratio is achieved.
  13. 13. An engine as claimed in claim 12, wherein the control means is adapted to subsequently reduce or cease the supply of gas to each combustion chamber.
  14. 14. A vehicle including an engine according to any preceding claim.
  15. 15. A method of operating a compression ignition engine in a low temperature combustion mode, the method comprising: delivering air and fuel to the cylinders of the engine, wherein each cylinder defines a combustion chamber;IImixing the air and fuel within each combustion chamber, wherein the amount of air and fuel delivered produce a mix which is at or near a stoichiometric mixture; sensing an engine load; in response to sensing a transition to a high engine load, supplying a gas comprising oxygen to each combustion chamber; and increasing the supply of fuel to each combustion chamber.
  16. 16. A method as claimed in claim 15, including operating the engine at a to substantially stoichiometric air to fuel ratio.
  17. 17. A method as claimed in claim 16, including supplying gas to each combustion chamber such that the stoichiometric air to fuel ratio is substantially maintained. I518. A method as claimed in any of claims 15 to 17, including delivering air to each combustion chamber via an intake manifold fluidly connected to each cylinder, and supplying the gas to the intake manifold.19. A method as claimed in claim 18, including injecting the gas at low pressure gas to the intake manifold.20. A method as claimed in any of claims 15 to 19, including recirculating exhaust gas to each combustion chamber and, following the supply of gas to each combustion chamber, recirculating exhaust gas to each combustion chamber until a predetermined air to fuel ratio is achieved.21. A method as claimed in claim 20, wherein the predetermined air to fuel ratio is a substantially stoichiometric air to fuel ratio.22. A method as claimed in claim 21, including subsequently reducing or ceasing the supply of gas to each combustion chamber. I0IS
GB1303381.6A 2013-02-26 2013-02-26 Compression ignition engine operable in a low temperature combustion mode Expired - Fee Related GB2511131B (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB1303381.6A GB2511131B (en) 2013-02-26 2013-02-26 Compression ignition engine operable in a low temperature combustion mode
CN201410062450.3A CN104005867B (en) 2013-02-26 2014-02-24 Compression ignition engine
DE102014203315.2A DE102014203315A1 (en) 2013-02-26 2014-02-25 Engine with compression ignition

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1303381.6A GB2511131B (en) 2013-02-26 2013-02-26 Compression ignition engine operable in a low temperature combustion mode

Publications (3)

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GB201303381D0 GB201303381D0 (en) 2013-04-10
GB2511131A true GB2511131A (en) 2014-08-27
GB2511131B GB2511131B (en) 2019-09-18

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GB1303381.6A Expired - Fee Related GB2511131B (en) 2013-02-26 2013-02-26 Compression ignition engine operable in a low temperature combustion mode

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CN (1) CN104005867B (en)
DE (1) DE102014203315A1 (en)
GB (1) GB2511131B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3894682A1 (en) * 2018-12-14 2021-10-20 Eaton Intelligent Power Limited Diesel engine cylinder deactivation modes

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0940569A2 (en) * 1998-03-03 1999-09-08 Nissan Motor Co., Ltd. Combustion control device for diesel engine
US20060037307A1 (en) * 2004-08-20 2006-02-23 Southwest Research Institute Method for rich pulse control of diesel engines
US20090282812A1 (en) * 2004-09-17 2009-11-19 Eaton Corporation System and method of operating internal combustion engines at fuel rich low-temperature- combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19848418A1 (en) * 1998-10-21 2000-04-27 Asea Brown Boveri Diesel internal combustion engine operating method involves feeding additional gas contg. oxygen into combustion chamber via separate additional gas inlet(s) and additional gas valve(s)
US7290522B2 (en) * 2003-06-12 2007-11-06 Masschusetts Institute Of Technology High compression ratio, high power density homogeneous charge compression ignition engines using hydrogen and carbon monoxide to enhance auto-ignition resistance
JP4218465B2 (en) * 2003-08-22 2009-02-04 トヨタ自動車株式会社 Fuel injection amount control device for internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0940569A2 (en) * 1998-03-03 1999-09-08 Nissan Motor Co., Ltd. Combustion control device for diesel engine
US20060037307A1 (en) * 2004-08-20 2006-02-23 Southwest Research Institute Method for rich pulse control of diesel engines
US20090282812A1 (en) * 2004-09-17 2009-11-19 Eaton Corporation System and method of operating internal combustion engines at fuel rich low-temperature- combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3894682A1 (en) * 2018-12-14 2021-10-20 Eaton Intelligent Power Limited Diesel engine cylinder deactivation modes

Also Published As

Publication number Publication date
CN104005867B (en) 2018-05-29
DE102014203315A1 (en) 2014-08-28
GB2511131B (en) 2019-09-18
GB201303381D0 (en) 2013-04-10
CN104005867A (en) 2014-08-27

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Effective date: 20220226