GB2511131B - Compression ignition engine operable in a low temperature combustion mode - Google Patents
Compression ignition engine operable in a low temperature combustion mode Download PDFInfo
- Publication number
- GB2511131B GB2511131B GB1303381.6A GB201303381A GB2511131B GB 2511131 B GB2511131 B GB 2511131B GB 201303381 A GB201303381 A GB 201303381A GB 2511131 B GB2511131 B GB 2511131B
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- fuel
- combustion chamber
- gas
- 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.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-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
- F02M25/12—Engine-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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/02—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Description
Compression Ignition Engine Operable in a Low Temperature CombustionMode
The present invention relates to compression ignition engines. In particular, butnot exclusively, the invention relates to homogeneous charge compressionignition (HCCI) engines for vehicles and operable at high loads.
It is known that the diesel, or compression ignition, engine is the most thermallyefficient engine for converting fuel energy to useful work due to its very highcompression ratio. In particular, diesel engines are much more efficient thanpetrol engines when at low power and at engine idle. Diesel engines use theheat of compression to initiate ignition to bum the fuel within the combustionchamber, in contrast to spark-ignition engines such as a petrol engines. HCCI engines have been attempted to further improve efficiency. The energyrelease is distributed throughout the volume of the combustion chamber, ratherthan being localized within a flame. Locally, the chemical reaction is slowbecause the temperatures are low but, because the energy release is distributedthroughout the combustion chamber volume, the integrated heat release rate canmatch or surpass that obtained from flame induced energy release.
It is known that low temperature combustion (LTC) can reduce emissions andimprove efficiency. Regarding emissions, NOx is low and particulates are notformed when using a stoichiometric mixture of air and fuel. Regarding efficiency,an increase in work output per unit of volume expansion can be achieved bykeeping 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 beensolved. Another issue is transitioning to higher loads and achieving performanceat 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 isclose to a stoichiometric mixture. To reach high load, more fuel must beintroduced into the cylinder. However, when using a stoichiometric mixture,adding fuel significantly increases emissions while having little effect onincreasing engine output. And for automotive applications, the increase in engineoutput should occur rapidly, such as within tens of milliseconds.
Furthermore, decreasing the air to fuel ratio (by adding fuel) will result in evenhigher peak pressures and heat release rates. In addition, many of the controlstrategies used for HCCI engines require thermal preheating of the charge. Thisreduces the density and hence the mass of the air/fuel charge in the combustionchamber, which reduces power.
Two known ways to increase power are to use fuels with different autoignitionproperties, and to thermally stratify the charge so that different points in thecompressed charge will have different temperatures and so will bum at differenttimes lowering the heat release rate. However, these strategies are inflexible ordifficult to control or reduce the advantages achieved using homogeneouscharge.
It is desirable to provide a compression ignition engine which is operable at ahigh load. It is desirable to provide a compression ignition engine which canrapidly and efficiently transition from a low to a high load.
According to a first aspect of the present invention there is provided acompression ignition engine operable in a low temperature combustion mode, theengine comprising: a plurality of cylinders, each defining a combustion chamber, wherein theengine is adapted to deliver and mix air and fuel within each combustionchamber, 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 engineload, the control means is adapted to supply the gas comprising oxygen to eachcombustion chamber prior to or simultaneously with an increase in fuel to eachcombustion 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 chamberprior to or simultaneously with an increase in fuel such that the stoichiometricmixture of air and fuel is substantially maintained.
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 fordelivering air to each combustion chamber. The control means may be adaptedto supply the gas comprising oxygen to the intake manifold.
The engine may include a gas injector to supply gas to the intake manifold. Thegas injector may be a low pressure gas injector.
The control means may comprise an engine control unit. The control means maybe adapted to control the amount of fuel delivered to each combustion chamber.
The engine may include a fuel delivery system fluidly connected to each cylinderfor delivering fuel to each combustion chamber.
The engine may include an exhaust gas recirculation (EGR) system adapted torecirculate a portion of the engine's exhaust gas to each combustion chamber.
The control means may be adapted to, following the supply of the gas comprisingoxygen to each combustion chamber, recirculate exhaust gas to eachcombustion chamber until a predetermined air to fuel ratio is achieved. Thecontrol means may be adapted to subsequently reduce or cease the supply ofthe gas comprising oxygen to each combustion chamber. A vehicle including an engine according to the first aspect of the presentinvention.
According to a second aspect of the present invention there is provided a methodof operating a compression ignition engine in a low temperature combustionmode, the method comprising: delivering air and fuel to the cylinders of the engine, wherein each cylinderdefines a combustion chamber; mixing the air and fuel within each combustion chamber, wherein theamount of air and fuel delivered produce a mix which is at or near astoichiometric mixture; sensing an engine load; in response to sensing a transition to a high engine load, supplying a gascomprising 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 airto fuel ratio. The method may include supplying the gas comprising oxygen toeach combustion chamber such that the stoichiometric mixture of air and fuel issubstantially maintained.
The method may include delivering air to each combustion chamber via an intakemanifold fluidly connected to each cylinder. The method may include supplyingthe gas comprising oxygen to the intake manifold.
The method may include injecting the gas at low pressure to the intake manifold.
The method may include recirculating exhaust gas to each combustion chamber.The method may include, following the supply of the gas comprising oxygen toeach combustion chamber, recirculating exhaust gas to each combustionchamber until a predetermined air to fuel ratio is achieved. The predeterminedair to fuel ratio may be a substantially stoichiometric air to fuel ratio. The methodmay include subsequently reducing or ceasing the supply of gas to eachcombustion chamber.
Embodiments of the present invention will now be described, by way of exampleonly, with reference to the accompanying drawings in which:
Figure 1 is a known graph showing the air to fuel ratio and temperature for a lowtemperature and conventional combustion mode and noting regions of highemissions;
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 forcompression ignition engines. The graph shows a region 100 in which an engineoperating in a low temperature mode and at low to medium loads typicallyoperates, and a region 102 in which a conventional diesel engine operating at ahigh load typically operates. Also shown on the graph are two separate regionsof high emissions: a region 110 involving a higher air to fuel ratio andtemperature which produces high levels of NOx; and a region 112 involving a lowair to fuel ratio and medium temperature which produces high levels ofparticulates.
Typically, a low load could be up to 3 bar BMEP, and a high load could be a loadgreater than this for light commercial engines. However, the values depend on the engine and conditions. It may be desirable to use the method described togo from 1 bar 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, thetemperature is typically less than 2,2,000 K and so both regions of highemissions are generally avoided. Other than performance, this is a main reasonwhy low temperature combustion is attractive. A conventional compression ignition engine, on the other hand, tends to producehigher levels of NOx and/or particulates at low to medium loads due to thegreater temperature. It is only at higher loads (involving a higher temperatureand a high supply of fuel which reduces the air to fuel ratio) that the regions ofhigh emissions are avoided. However, it should be noted that a conventionalcompression ignition engine operating at a high load can produce acceptably lowlevels of emissions (by operating in the bottom right corner region of Figure 1).
Figure 2 shows an engine 10 according to the invention. The engine 10 is acompression ignition engine operable in a low temperature combustion mode.
The engine 10 comprises a number of cylinders 12 (only two are shown in Figure2), each of which defines a combustion chamber 14. A fuel delivery systemcomprising a fuel tank 20 and fuel pump 22 is fluidly connected to each cylinder12 for delivering fuel to each combustion chamber 14. Also, an air intakemanifold 30 is fluidly connected to each cylinder for delivering air to eachcombustion chamber 14. The engine 10 is adapted to deliver and mix air andfuel within each combustion chamber 14 to achieve a mix which is at or near astoichiometric mixture.
The engine 10 also includes control means which comprises an engine controlunit 40. The engine control unit 40 is connected to the fuel delivery system andselectively controls the fuel pump 22 to control the amount of fuel delivered to each combustion chamber. The control means also includes a sensor 42 forsensing the engine load. When a higher engine load is sensed, the enginecontrol unit 40 can control the fuel pump 22 to increase the fuel delivered to eachcombustion chamber. A reformer device 50 is provided which produces oxygen. This oxygen is passedto a storage vessel 52 where it is stored at low pressure. The storage vessel 52is connected to the air intake manifold 30 via a valve 54. The engine control unit40 controls the valve 54 for selectively allowing oxygen to pass to the air intakemanifold 30 and thus to the combustion chamber 14 of the cylinders 12.
When the sensor 42 senses a transition from a low to a high engine load, theengine control unit 40 increases the delivery of fuel to the cylinders 12. At aboutthe same time (it may be just before or after), the engine control unit 40 alsoopens the valve 54 allowing oxygen to pass to the cylinders 12 via the air intakemanifold 30.
The amount of oxygen delivered to the cylinders 12 is proportional to theincrease in fuel delivered to the cylinders 12. By such means, the stoichiometricair to fuel ratio is substantially maintained. This avoids the high production ofemissions and improves engine efficiency. It may also be desirable to run in a“conventional” combustion mode as the load is too high to achieve lowtemperature combustion.
The engine 10 includes an exhaust gas recirculation (EGR) system 60 adapted torecirculate a portion of the engine's exhaust gas back to each combustionchamber 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 canreduce the supply of oxygen by gradually closing the valve 54 and increase thedelivery of recirculated exhaust gas to the cylinders 12 until a desired predetermined air to fuel ratio is achieved. If the engine is turbocharged, boostmay also need to be adjusted to give the desired intake charge pressure.
Claims (22)
1. A compression ignition engine operable in a low temperature combustionmode, the engine comprising: a plurality of cylinders, each defining a combustion chamber, wherein theengine is adapted to deliver and mix air and fuel within each combustionchamber, 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 engineload, the control means is adapted to supply the gas comprising oxygen to eachcombustion chamber prior to or simultaneously with an increase in fuel to eachcombustion chamber.
2. An engine as claimed in claim 1, wherein the engine is adapted to operateusing a stoichiometric mixture of air and fuel.
3. An engine as claimed in claim 1 or 2, wherein the control means isadapted to supply the gas comprising oxygen to each combustion chamber priorto or simultaneously with an increase in fuel such that the stoichiometric mixtureof air and fuel is substantially maintained.
4. An engine as claimed in any preceding claim, wherein the gas is oxygen.
5. An engine as claimed in any preceding claim, wherein the source of gascomprises a reformer device adapted to produce oxygen.
6. An engine as claimed in any preceding claim, wherein the engine includesan intake manifold fluidly connected to each cylinder for delivering air to eachcombustion chamber, and wherein the control means is adapted to supply thegas comprising oxygen to the intake manifold.
7. An engine as claimed in claim 6, wherein the engine includes a gasinjector to supply gas to the intake manifold.
8. An engine as claimed in any preceding claim, wherein the control meanscomprises an engine control unit.
9. An engine as claimed in any preceding claim, wherein the control meansis adapted to control the amount of fuel delivered to each combustion chamber. I
10. An engine as claimed in any preceding claim, wherein the engine includesa fuel delivery system fluidly connected to each cylinder for delivering fuel toeach combustion chamber.
11. An engine as claimed in any preceding claim, wherein the engine includesan exhaust gas recirculation system adapted to recirculate a portion of theengine's exhaust gas to each combustion chamber.
12. An engine as claimed in claim 11, wherein the control means is adapted i to, following the supply of the gas comprising oxygen to each combustionchamber, recirculate exhaust gas to each combustion chamber until apredetermined air to fuel ratio is achieved.
13. An engine as claimed in claim 12, wherein the control means is adapted toi subsequently reduce or cease the supply of the gas comprising oxygen to each combustion chamber.
14. A vehicle including an engine according to any preceding claim. i
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 cylinderdefines a combustion chamber; mixing the air and fuel within each combustion chamber, wherein theamount of air and fuel delivered produce a mix which is at or near astoichiometric mixture; sensing an engine load; in response to sensing a transition to a high engine load, supplying a gascomprising oxygen to each combustion chamber; and increasing the supply of fuel to each combustion chamber.
16. A method as claimed in claim 15, including operating the engine at asubstantially stoichiometric mixture of air and fuel.
17. A method as claimed in claim 16, including supplying the gas comprisingoxygen to each combustion chamber such that the stoichiometric mixture of airand fuel is substantially maintained.
18. A method as claimed in any of claims 15 to 17, including delivering air toeach combustion chamber via an intake manifold fluidly connected to eachcylinder, and supplying the gas comprising oxygen to the intake manifold.
19. A method as claimed in claim 18, including injecting the gas at lowpressure to the intake manifold.
20. A method as claimed in any of claims 15 to 19, including recirculatingexhaust gas to each combustion chamber and, following the supply of the gascomprising oxygen to each combustion chamber, recirculating exhaust gas toeach combustion chamber until a predetermined air to fuel ratio is achieved.
21. A method as claimed in claim 20, wherein the predetermined air to fuelratio is a substantially stoichiometric air to fuel ratio.
22. A method as claimed in claim 21, including subsequently reducing orceasing the supply of the gas comprising oxygen to each combustion chamber.
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)
| Publication Number | Publication Date |
|---|---|
| GB201303381D0 GB201303381D0 (en) | 2013-04-10 |
| GB2511131A GB2511131A (en) | 2014-08-27 |
| GB2511131B true GB2511131B (en) | 2019-09-18 |
Family
ID=48092101
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1303381.6A Expired - Fee Related GB2511131B (en) | 2013-02-26 | 2013-02-26 | Compression ignition engine operable in a low temperature combustion mode |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN104005867B (en) |
| DE (1) | DE102014203315A1 (en) |
| GB (1) | GB2511131B (en) |
Citations (3)
| 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)
| 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 |
-
2013
- 2013-02-26 GB GB1303381.6A patent/GB2511131B/en not_active Expired - Fee Related
-
2014
- 2014-02-24 CN CN201410062450.3A patent/CN104005867B/en not_active Expired - Fee Related
- 2014-02-25 DE DE102014203315.2A patent/DE102014203315A1/en not_active Withdrawn
Patent Citations (3)
| 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104005867B (en) | 2018-05-29 |
| GB201303381D0 (en) | 2013-04-10 |
| DE102014203315A1 (en) | 2014-08-28 |
| CN104005867A (en) | 2014-08-27 |
| GB2511131A (en) | 2014-08-27 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20220226 |