WO2006009693A2

WO2006009693A2 - Strategy for fueling a diesel engine by selective use of fueling maps to extend range of hcci combustion

Info

Publication number: WO2006009693A2
Application number: PCT/US2005/020958
Authority: WO
Inventors: Zhengbai Liu; Puning Wei; Dennis Kelly Sullivan
Original assignee: International Engine Intellectual Property Company, Llc
Priority date: 2004-06-23
Filing date: 2005-06-14
Publication date: 2006-01-26
Also published as: CA2570752A1; WO2006009693A3; JP2008504481A; BRPI0512371A; EP1759101A2; EP1759101A4; JP5086071B2

Abstract

A compression ignition engine (60) has a control system (66) for processing data, one or more combustion chambers (62), and fuel injectors (64) for injecting fuel into the chambers. In a first embodiment, the control system controls fueling by processing engine speed and load, to select one of three fueling modes (HCCI+RVT, HCCI+VVT, and CD+RVT) for operating the engine. In a second embodiment, one of four modes (HCCI+RVT, HCCI+IVC, HCCI+IVC+EVC, and CD+RVT) is selected. The invention extends the range for using HCCI combustion.

Description

STRATEGY FOR FTIFXING A DIESEL ENGINE BY SELECTIVE USE OF FUELING MAPS TO EXTEND RANGE QF HCCI

COMBUSTION

Field of the Invention

This invention relates generally to internal combustion engines. More specifically it relates to a control strategy for selectively utilizing homogeneous-charge compression-ignition (HCCI) in a way that takes advantage of HCCFs attributes in different ways during different modes of operation of an engine that has variable valve timing.

Background of the Invention

HCCI is a known process for fueling a cliesel engine in a manner that creates a substantially homogeneous air-fuel charge inside an engine cylinder during a compression upstroke of an engine cycle. After a desired quantity of fuel for the charge has been injected into the cylinder to create a substantially homogeneous air-fuel mixture, the increasing compression of the charge by the upstroking piston creates sufficiently large pressure to cause auto-ignition of the charge. In other words, the HCCI mode of operation of a diesel engine may be said to comprise 1) injecting a desired amount of fuel into a cylinder at an appropriate time during the compression upstroke so that the injected fuel mixes with charge air that has entered the cylinder during the preceding intake downstroke and early portion of the compression upstroke in a manner that forms a substantially homogeneous mixture within the cylinder, and then 2) increasingly compressing the mixture to the point of auto-ignition near or at top dead center (TDC). Auto-ignition may occur as the substantially simultaneous spontaneous combustion of vaporized fuel at various locations within the mixture. No additional fuel is injected after auto-ignition.

One of the attributes of HCCI is that relatively lean, or dilute, mixtures can be combusted, keeping the combustion temperatures relatively low. By avoiding the creation of relatively higher combustion temperatures, HCCI can yield significant reductions in the generation of NOχ, an undesired constituent of engine exhaust gas.

Another attribute of HCCI is that auto-ignition of a substantially homogeneous air-fuel charge generates more complete combustion and consequently relatively less soot in engine exhaust.

The potential benefit of HCCI on reducing tailpipe emissions is therefore rather significant, and consequently HCCI is a subject of active investigation and development by many scientists and engineers in the engine research and design community.

One aspect of HCCI seems to impose a limit on the extent to which it can provide drastically reduced tailpipe emissions of soot and N0χ. At higher engine speeds and larger engine loads, the rate of combustion is difficult to control. Consequently, known engine control strategies may utilize HCCI only at relatively lower speeds and smaller engine loads. At higher speeds and/or larger loads, the engine is fueled so that the fuel combusts by conventional diesel (CD) combustion upon being injected into charge air that has been compressed within a cylinder to a pressure that is sufficiently great to cause the fuel to combust as it is being injected.

With the advent of processor-controlled fuel injection systems capable of controlling fuel injection with precision that allows fuel to be injected at different injection pressures, at different times, and for different durations during an engine cycle over the Ml range of engine operation, a diesel engine becomes capable of both CD combustion and HCCI combustion.

As will be explained by later description, the present invention takes advantage of the capabilities of those fuel injection and processing systems to control fuel injections in different ways depending on certain aspects of engine operation. Exactly how any particular fuel injection system will be controlled by an associated processing system in any given engine will depend on specifics of the engine, the fuel injection system, and the processing system.

Because a diesel engine that powers a motor vehicle runs at different speeds and loads depending on various inputs to the vehicle and engine that influence engine operation, fueling requirements change as speed and load change. An associated processing system processes data indicative of parameters such as engine speed and engine load to develop control data for setting desired engine fueling for particular operating conditions that will assure proper control of the fuel injection system for various combinations of engine speed and engine load.

Pending U.S. Patent Application No. 10/809,254, filed 25 March 2004 discloses a diesel engine and associated processor-controlled fuel injection system that processes certain data to select one of plural fueling modes for operating the engine. When a result of the processing selects a first fueling mode (HCCI mode), the engine is fueled during an engine cycle to create a substantially homogeneous air-fuel charge within one or more combustion chambers. That charge is compressed to combust by auto-ignition, with no more fuel being introduced after auto-ignition. When a result of the processing selects a second fueling mode (HCCI-CD mode), the engine is fueled during an engine cycle to create a substantially homogeneous air-fuel charge within the one or more combustion chambers. That charge is compressed to combust by auto- ignition (HCCI), after which more fuel is introduced into the one or more combustion chambers to provide additional combustion (CD). That engine utilizes HCCI combustion at relatively smaller loads and relatively smaller speeds and what is referred to as HCCI-CD combustion at relatively larger loads and relatively higher speeds.

Summary of the Invention

The present invention relates to an engine and method of operation for enhancing the use of HCCI combustion in a diesel engine toward objectives that include reducing the generation of undesired constituents in engine exhaust, especially soot and NOχ, and improving thermal efficiency. The invention is embodied in the fuel injection control strategy, a strategy that is programmed in an associated processing system.

According to principles of the present invention, the utilization of HCCI combustion occurs in a different manner from that described in U.S. Patent Application No. 10/809,254. A first disclosed embodiment of the present invention comprises three distinct modes of engine operation: 1) an HCCI+RVT mode; 2) an HCCI+WT mode; and 3) a CD+RVT mode. Each of these modes will be explained in detail hereinafter. The HCCI+RVT mode is utilized at relatively smaller loads and relatively lower speeds. The HCCI+WT mode is utilized at relatively larger loads than those of the HCCI+RVT mode and at relatively higher speeds than those of the HCCI+RVT mode. The CD+RVT mode is utilized at still relatively larger loads than those of the HCCI+WT mode and at still relatively higher speeds than those of the HCCI+WT mode.

The HCCI+WT mode enables the benefits of HCCI to be obtained in a portion of the engine operating range between the portion of the range where HCCI+RVT is exclusively used and the portion of the range where CD+RVT is exclusively used.

In the HCCI+WT mode, intake valve closing is delayed in relation to intake valve closing in the HCCI+RVT mode.

A second embodiment of the present invention provides what may be considered an enhancement to the HCCI+WT mode. One way of considering the enhancement is by defining the HCCI+WT mode to comprise two modes rather than a single mode. Such a definition should not necessarily be construed to mean that the limits, or boundaries, of the HCCI+WT mode remain unchanged. To the contrary, by providing two distinct modes instead of a single mode, it is believed possible to further extend the useful range of HCCI combustion, especially in the direction of higher speeds and loads.

Hence, another way of defining the second embodiment of the present invention is by four distinct modes: 1) HCCI+RVT mode; 2) HCCI+IVC mode; 3) HCCI+IVC+EVC mode; and 4) CD+RVT mode. In the HCCI+RVT mode, the engine is fueled and valves are operated as in the first embodiment for that same mode. In the HCCI+IVC mode, the engine is fueled and valves are operated for the HCCI+WT mode of the first embodiment where intake valve closing is delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio. In the CD+RVT mode, the engine is fueled and valves are operated as in the first embodiment for that same mode.

The second embodiment differs from the first embodiment by having the HCCI+IVC+EVC mode. Over a range of engine speeds and loads greater than those during which the engine operates in the HCCI+IVC mode, but less than those during which the engine operates in the CD+RVT mode, the variable valve timing system operates to delay the closing of the exhaust valves in comparison to the timing of their closing during the HCCI+IVC mode. By retarding exhaust valve closing, the percentage of residual hot gases in the cylinders can be reduced, thereby providing decreased cylinder temperature and pressure, a result beneficial to reducing certain engine emissions like NOχ.

One generic aspect of the present invention relates to a method of operating a compression ignition engine, the method comprising: a) processing certain data to select one of plural fueling modes for operating the engine; b) when a first mode is selected, fueling one or more combustion chambers to create a substantially homogeneous air-fuel charge within each such combustion chamber during a corresponding engine cycle and compressing each such charge to auto-ignition without introducing any additional fuel after auto-ignition during that corresponding engine cycle, and c) when a second mode is selected, decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, fueling each such combustion chamber with increased fueling relative to that for the first mode to create a substantially homogeneous air-fuel charge within each such combustion chamber during a corresponding engine cycle, and compressing each such charge to auto-ignition without introducing any additional fuel after auto- ignition during that corresponding engine cycle.

More specific aspects are set forth in the dependent method claims.

Another generic aspect relates to a compression ignition engine that comprises: a control system for processing data; one or more combustion chambers; and a fueling system for injecting fuel into the one or more combustion chambers; wherein the control system controls the fueling system, a) by processing certain data to select one of plural fueling modes for operating the engine, b) when a first mode is selected, by fueling one or more combustion chambers to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle, and c) when a second mode is selected, by decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, and by fueling each such combustion chamber with increased fueling relative to that for the first mode to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle.

More specific aspects are set forth in the dependent engine claims.

In disclosed embodiments of the invention, the data that is processed to select the particular mode comprises engine speed data and engine load data. Injection pressure, duration, and timing may differ from mode to mode. Data for the various modes are contained in maps in the engine control system.

The foregoing, along with further features and advantages of the invention, will be seen in the following disclosure of a presently preferred embodiment of the invention depicting the best mode contemplated at this time for carrying out the invention. This specification includes drawings, now briefly described as follows.

grief Description of the Drawings

Figure 1 is a representative graphic portrayal of fueling strategy in accordance with principles of a first embodiment of the present invention comprising an HCCI+RVT combustion mode for some speed-load conditions, an HCCI+WT combustion mode for other speed-load conditions, and a CD+RVT combustion mode for still other speed-load conditions.

Figure 2 is a general schematic diagram of portions of an exemplary diesel engine relevant to certain principles of the present invention.

Figure 3 is a flow diagram illustrating strategy according to the first embodiment as utilized in the engine of Figure 2.

Figure 4A illustrates a generic fuel injection according to a generic fueling map used for HCCI+RVT combustion.

Figure 4B illustrates a generic fuel injection according to a generic fueling map used for HCCI+WT combustion. Figure 4C illustrates a generic fuel injection according to a generic fueling map used for CD+RVT combustion.

Figure 5 is a graphic portrayal similar to that of Figure 1 for the second embodiment of the invention.

Figure 6 is a flow diagram illustrating strategy according to the second embodiment as utilized in an engine.

Description of the Preferred Embodiment

Figure 1 is a graph whose vertical axis represents engine load and whose horizontal axis represents engine speed. At the origin of the graph, engine load is zero, and engine speed is zero. Respective solid lines 50, 52, and 54 demarcate three zones labeled HCCI+RVT, HCCI+VVT, and CD+RVT. RVT stands for regular valve timing of the engine intake valves, and WT, variable valve timing of the engine intake valves.

Zone HCCI+RVT covers an area that encompasses various combinations of relatively smaller engine loads and relatively lower engine speeds. Zone HCCI+VVT covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+RVT. Zone CD+RVT covers an area that encompasses various combinations of still relatively larger engine loads and still relatively higher engine speeds than those of zone HCCI+WT. When a compression ignition engine is operating at a speed and load that falls within Zone HCCI+RVT, fuel is injected into the engine cylinders in a manner that creates HCCI combustion. When the engine is operating at a speed and load that falls within Zone HCCI+WT, fuel is injected into the cylinders in a manner that creates HCCI combustion. When the engine is operating at a speed and load that falls within Zone CD+RVT, fuel is injected into the cylinders in a manner that creates CD combustion.

Figure 2 shows schematically a portion of an exemplary diesel engine 60 operating in accordance with the inventive strategy defined by Figure 1 for powering a motor vehicle. Engine 60 comprises cylinders 62 within which pistons reciprocate. Each piston is coupled to a respective throw of a crankshaft by a corresponding connecting rod. Intake air is delivered to each cylinder through an intake system when a respective intake valve is open.

The engine has a fueling system that comprises fuel injectors 64 for the cylinders 62. The engine also has a processor-based engine control unit (ECU) 66 that processes data from various sources to develop various control data for controlling various aspects of engine operation. The data processed by ECU 66 may originate at external sources, such as various sensors 68, and/or be generated internally. Examples of data processed may include engine speed, intake manifold pressure, exhaust manifold pressure, fuel injection pressure, fueling quantity and timing, mass airflow, and accelerator pedal position.

ECU 66 controls the injection of fuel into cylinders 62 by controlling the operation of the fueling system, including controlling the operation of fuel injectors 64. The processing system embodied in ECU 66 can process data sufficiently fast to calculate, in real time, the timing and duration of device actuation to set both the timing and the amount of each injection of fuel into a cylinder. Such control capability is used to implement the inventive strategy. Engine 60 also has a WT system 70 that is controlled by ECU 66. The WT system may be any of various known types such as a "camless" type. The WT system is capable of changing the timing at which the intake valves for the cylinders operate and hence of changing the effective compression ratio of the engine cylinders, as will be more fully explained hereinafter.

Regardless of how data values for engine speed and engine load are developed, this particular embodiment of the invention uses instantaneous engine speed and instantaneous engine load to select the particular fueling mode for the. engine, either 1) the HCCI+RVT mode for creating HCCI combustion, 2) the HCCI+WT mode for creating HCCI combustion, or 3) the CD+RVT mode for creating CD combustion, and to then operate the fueling system to fuel the engine according to the strategy of the selected fueling mode. Alternately, only engine load may be used to select the particular mode.

Figure 3 shows a flow diagram 71 for the inventive strategy as executed by the processing system of ECU 66. The reference numeral 72 represents the start of the processing executed by the strategy. A step 74 processes engine speed data and engine load data to determine which the three fueling modes of Figure 1 is to be selected. One way of selecting the mode is by providing one or more maps in the processing system to define the three zones and comparing data values for instantaneous engine speed and engine load according to the maps.

When step 74 selects HCCI+RVT mode, Figure 3 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 76) with regular valve timing RVT (reference numeral 77). The operation continues until completed at which time the processing of the flow diagram iterates.

When step 74 selects HCCI+WT mode, Figure 3 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 78) with intake valve timing being changed by variable valve timing system 70 (reference numeral 79). The operation continues until completed at which time the processing of the flow diagram iterates. When step 74 selects CD+RVT mode, Figure 3 discloses that fuel will be injected into each cylinder to create CD combustion in all cylinders (reference numeral 80) with regular valve timing RVT (reference numeral 81).

In the HCCI+RVT mode, fuel is injected to cause HCCI combustion using regular valve timing (RVT). Figure 4A illustrates a generic example of fueling for the HCCI+RVT mode. The example is characterized by a zone 82 of relatively higher fuel injection pressure and relatively shorter fuel injection duration so that fuel enters the cylinders and mixes well with air before auto-ignition and the resulting products of combustion have low NOx and soot emissions.

In the HCCI+WT mode, fuel is injected to cause HCCI combustion. By varying the effective compression ratio of the engine through the use of variable valve timing, HCCI can be accomplished at larger loads and higher speeds than in the HCCI+RVT mode. Figure 4B illustrates a generic example of fueling for the HCCI+WT mode. The example is characterized by a zone 84 where fuel injection pressure that is relatively higher than that of zone 82 to make more fuel enter the cylinders, as required by the increased load and/or higher speed in comparison to the HCCI+RVT mode, and mix well with air before auto-ignition. In the HCCI+WT mode, WT system 70 is operated to reduce the effective compression ratio from the compression ratio of RVT. That results in a decrease in cylinder pressure and a decrease in peak combustion temperature. Consequently, but depending on the particular engine load, the duration of fuel injection can be somewhat longer than that of zone 82. Therefore, the HCCI combustion range is expanded to encompass two zones in Figure 1, with low NOx and soot emissions in both zones.

In the CD+RVT mode, the engine is fueled to cause CD combustion. Figure 4C illustrates a generic example of fueling for the CD+RVT mode. The example shows a zone 86 that is characterized by relatively lower fuel injection pressure, advanced fuel injection timing, and longer fuel injection duration than either zone 82 or 84. In the CD+RVT mode, engine 60 can meet high speed and high load requirements, with the products of combustion containing typical NOx and soot emissions.

The following relation demonstrates how VVT can change effective compression ratio in a diesel engine. By definition, effective displacement + clearance volume

Effective compression ratio = clearance volume

where the clearance volume in a diesel engine is fixed. When the intake valve timing is changed by WT, the effective displacement of engine is varied, as shown below,

K_ff-_d,_s = —i( + a - acosθ- V/² - β² sin² 6>)

where V_eff__dls is the effective displacement of engine, B is the cylinder bore diameter, / is the connecting rod length, a is the crank radius, and θ is the intake valve close timing, i.e., the crank angle before TDC. It is obvious that retarding the intake valve close timing decreases the effective displacement of engine, and vice versa.

Delaying the timing of intake valve closing during the HCCI+VVT mode creates a lower effective compression ratio that allows fuel to be injected while in-cylinder pressure is sufficiently low to allow creation of a homogeneous charge that can subsequently ignite by HCCI combustion as the piston nears TDC, while increased fueling provides the additional energy input for the increased load and/or higher speed than during the HCCI+RVT mode. The delay in intake valve closing must however not be so long that the ratio of air to fuel becomes too low.

The engine control system typically contains multiple fueling maps correlated with various combinations of speed and load. In the HCCI+RVT zone of Figure 1, the maps would be generally consistent with zone 82 of Figure 4A. In the HCCI+VVT zone, the maps would be generally consistent with zone 84 of Figure 4B. In the CD+RVT zone, the maps would be generally consistent with zone 86 of Figure 4C.

When a cylinder is to be fueled for HCCI combustion in the HCCI+RVT mode, the processing system utilizes a corresponding fueling map that provides fueling parameters suited for causing fuel to be injected consistent with zone 82 for the particular engine speed and load

When a cylinder is to be fueled for HCCI combustion in the HCCI+WT mode, the processing system utilizes a corresponding fueling map or maps that provide fueling parameters suited for causing fuel to be injected consistent with zone 84 for the particular engine speed and load. When a cylinder is to be fueled for CD combustion in the CD+RVT mode, the processing system utilizes a corresponding fueling map or maps that provide fueling parameters suited for with causing fuel to be injected consistent with zone 86 for the particular engine speed and load.

Figure 5 is a graph whose vertical axis represents engine load and whose horizontal axis represents engine speed. At the origin of the graph, engine load is zero, and engine speed is zero. Respective solid lines 100, 102, 104, and 106 demarcate four zones labeled HCCI+RVT, HCCMVC, HCCI+IVC+EVC, and CD+RVT. RVT stands for regular valve timing of the engine intake valves, IVC for retarded closing of the engine intake valves, and EVC for retarded closing of the exhaust valves.

Zone HCCI+RVT covers an area that encompasses various combinations of relatively smaller engine loads and relatively lower engine speeds. Zone HCCI+rVC covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+RVT. Zone HCCI+IVC+EVC covers an area that encompasses various combinations of relatively larger engine loads and relatively higher engine speeds than those of zone HCCI+IVC. Zone CD+RVT covers an area that encompasses various combinations of still relatively larger engine loads and still relatively higher engine speeds than those of zone HCCI+IVC+EVC.

When a compression ignition engine is operating at a speed and load that falls within Zone HCCI+RVT, fuel is injected into the engine cylinders in a manner that creates HCCI combustion. When the engine is operating at a speed and load that falls within either zone HCCI+IVC or HCCI+IVC+EVC, fuel is injected into the cylinders in a manner that creates HCCI combustion. When the engine is operating at a speed and load that falls within Zone CD+RVT, fuel is injected into the cylinders in a manner that creates CD combustion.

In the HCCI+RVT mode, the engine is fueled and valves are operated to create HCCI combustion at appropriate valve timings, called regular valve timing or RVT.

In the HCCI+IVC mode, the engine is fueled and intake valves are operated to create HCCI combustion with intake valve closing being delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio. Exhaust valve closing is not materially changed from RVT.

In the HCCI+IVC+EVC mode, the engine is fueled and intake valves are operated to create HCCI combustion with intake valve closing being delayed from intake valve closing in the HCCI+RVT mode to reduce effective compression ratio and also with exhaust valve closing being delayed from what it was in HCCI+IVC mode. Over a range of engine speeds and loads greater than those during which the engine operates in the HCCI+IVC mode, but less than those during which the engine operates in the CD+RVT mode, the variable valve timing system operates to delay the closing of the exhaust valves in comparison to the timing of their closing during the HCCI+IVC mode. By retarding exhaust valve closing, the percentage of residual hot gases in the cylinders can be reduced, thereby providing decreased cylinder temperature and pressure, a result beneficial to reducing various engine emissions such as NOχ. It is believed that this can provide expansion of the useful range of HCCI combustion.

In the CD+RVT mode, the engine is fueled and valves are operated as described earlier.

Figure 6 shows a flow diagram 110 for the second embodiment inventive strategy as executed by the processing system of ECU 66. The reference numeral 112 represents the start of the processing executed by the strategy. A step 114 processes engine speed data and engine load data to determine which the four modes of Figure 5 is to be selected. One way of selecting the mode is by providing one or more maps in the processing system to define the four zones shown in Figure 5 and comparing data values for instantaneous engine speed and engine load according to the maps.

When step 114 selects HCCI+RVT combustion mode, Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 116) with regular valve timing RVT (reference numeral 117). The operation continues until completed at which time the processing of the flow diagram iterates.

When step 114 selects HCCI+IVC combustion mode, Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 118) with intake valve timing being retarded by variable valve timing system 70 (reference numeral 119). The operation continues until completed at which time the processing of the flow diagram iterates. When step 114 selects HCCI+IVC+EVC combustion mode, Figure 6 discloses that fuel will be injected into each cylinder to create HCCI combustion in all cylinders (reference numeral 120) with both intake valve closing and exhaust valve closing being retarded by variable valve timing system 70 (reference numeral 121). The operation continues until completed at which time the processing of the flow diagram iterates.

When step 114 selects CD+RVT mode, Figure 6 discloses that fuel will be injected into each cylinder to create CD combustion in all cylinders (reference numeral 122) with regular valve timing RVT (reference numeral 123). The operation continues until completed at which time the processing of the flow diagram iterates.

In both the HCCI+IVC mode and HCCI+IVC+EVC mode, fueling is increased relative to fueling in the HCCI+RVT mode. For HCCI+RVT mode, the generic fueling map would be similar to Figure 4A; for

HCCI+IVC mode, the generic fueling map would be similar to Figure

4B; for HCCI+IVC+EVC mode, the generic fueling map would be similar to Figure 4B, but slightly taller and wider than the one for HCCI+IVC mode; and for CD+RVT mode, the generic fueling map would be similar to Figure 4C.

CD fuel injection during an engine cycle is sometimes described by its particular fueling pulses, such as pilot injection pulses, main injection pμlses, and post-injection pulses. Any particular fuel injection process typically always comprises at least one main fuel injection pulse, with one or more pilot and/or post-injection pulses being optional possibilities.

HCCI fueling may comprise one or more individual pulses. The invention has the following advantages:

1) It can concurrently reduce NOχ and soot.

2) It has high thermal efficiency. 3) It can cover the whole operating range of an engine.

4) It can be used in heavy-duty, medium-duty, and light-duty diesel engines.

5) The invention can be implemented in the processor alone, provided that the processor has sufficient capacity, and this makes the invention quite cost-effective.

While a presently preferred embodiment of the invention has been illustrated and described, it should be appreciated that principles of the invention apply to all embodiments falling within the scope of the following claims.

Claims

WHAT IS CLAIMED IS:

1. A method of operating a compression ignition engine, the method comprising: a) processing certain data to select one of plural fueling modes for operating the engine; b) when a first mode is selected, fueling one or more combustion chambers to create a substantially homogeneous air- fuel charge within each such combustion chamber during a corresponding engine cycle and compressing each such charge to auto-ignition without introducing any additional fuel after auto- ignition during that corresponding engine cycle, and c) when a second mode is selected, decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, fueling each such combustion chamber with increased fueling relative to that for the first mode to create a substantially homogeneous air-fuel charge within each such combustion chamber during a corresponding engine cycle, and compressing each such charge to auto-ignition without introducing any additional fuel after auto-ignition during that corresponding engine cycle.

2. A method as set forth in Claim 1 further comprising: d) when a third mode is selected, reducing the effective compression ratio for each such combustion chamber from the effective compression ratio used during the first fueling mode, fueling each such combustion chamber with increased fueling relative to that for the second mode to create a substantially homogeneous air-fuel charge within each such combustion chamber, compressing each such charge to auto-ignition without introducing any additional fuel after auto-ignition during that corresponding engine cycle, and retarding the timing of exhaust valve closing relative to the timing of exhaust valve closing during the second mode.

3. A method as set forth in Claim 2 wherein in both steps c) and d), reducing the effective compression ratio foτ each such combustion chamber from the effective compression ratio used during the first fueling mode comprises retarding the timing of intake valve closing relative to the timing of intake valve closing during the first fueling mode.

4. A method as set forth in Claim 2 further comprising: e) when a fourth mode is selected, fueling each such combustion chamber by introducing fuel at a time during the engine cycle when air in the corresponding combustion chamber has been compressed sufficiently to cause the fuel to combust as it is being introduced.

5. A method as set forth in Claim 4 wherein in a graph of engine speed vs. engine load whose origin corresponds to zero speed and zero load, step b) occurs at engine speeds and loads within a first zone of the graph that bounds the origin, step c) occurs at engine speeds and loads within a second zone that bounds the first zone, step d) occurs at engine speeds and loads within a third zone that bounds the second zone, aM step e) occurs at engine speed and loads within a fourth zone that bounds the third zone.

6. A method as set forth in Claim 1 further comprising: d) when a third mode is selected, fueling each such combustion chamber by introducing fuel at a time during the engine cycle when air in the corresponding combustion chamber has been compressed sufficiently to cause the fuel to combust as it is being introduced.

7. A method as set forth in Claim 6 wherein in a graph of engine speed vs. engine load whose origin corresponds to zero speed and zero load, step b) occurs at engine speeds and loads within a first zone of the graph that bounds the origin, step c) occurs at engine speeds and loads within a second zone that bounds the first zone, and step d) occurs at engine speeds and loads within a third zone that bounds the second zone.

8. A method as set forth in Claim 1 wherein the step of processing certain data to select one of plural fueling modes for operating the engine comprises processing data indicative of engine load.

9. A method as set forth in Claim 8 wherein the step of processing certain data to select one of plural fueling modes for operating the engine comprises processing data indicative of engine speed.

10. A compression ignition engine comprising: a control system for processing data; one or more combustion chambers; and a fueling system for injecting fuel into the one or more combustion chambers; wherein the control system controls the fueling system, a) by processing certain data to select one of plural fueling modes for operating the engine, b) when a first mode is selected, b>y fueling one or more combustion chambers to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle, and c) when a second mode is selected, by decreasing the effective compression ratio of each such combustion chamber relative to that for the first mode, and by fueling each such combustion chamber with increased fueling relative to that for the first mode to create within each such combustion chamber during a corresponding engine cycle a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introduction of any additional fuel after auto-ignition during that corresponding engine cycle.

11. An engine as set forth in Claim 10 wherein d) when a third mode is selected, the control system controls the fueling system by reducing the effective compression ratio for each such combustion chamber from the effective compression ratio used during the first fueling mode, by fueling each such combustion chamber with increased fueling relative to that for the second mode to create within each such combustion chamber a substantially homogeneous air-fuel charge that is compressed to auto-ignition without introducing any additional fuel after auto-ignition during that corresponding engine cycle, and by retarding the timing of exhaust valve closing relative to the timing of exhaust valve closing during the second mode.

12. An engine as set forth in Claim 11 wherein when either the second or the third mode is selected, the control system reduces the effective compression ratio for each such combustion chamber from the effective compression ratio used during the first fueling mode by retarding the timing of intake valve closing relative to the timing of intake valve closing during the first fueling mode.

13. An engine as set forth in Claim 11 wherein e) when a fourth mode is selected, the control system fuels each such combustion chamber by introducing fuel at a time during the engine cycle when air in the corresponding combustion chamber has been compressed sufficiently to cause the fuel to combust as it is being introduced.

14. An engine as set forth in Claim 13 wherein in a graph of engine speed vs. engine load whose origin corresponds to zero speed and zero load, the first mode is defined by a first zone of the graph that bounds the origin, the second mode is defined by a second zone that bounds the first zone, the third mode is defined by a third zone that bounds the second zone, and the fourth mode is defined by a fourth zone that bounds the third zone.

15 An engine as set forth in Claim 10 wherein d) when a third mode is selected, the control system fuels each such combustion chamber by introducing fuel at a time during the engine cycle when air in the corresponding combustion chamber has been compressed sufficiently to cause the fuel to combust as it is being introduced.

16. An engine as set forth in Claim 15 wherein in a graph of engine speed vs. engine load whose origin corresponds to zero speed and zero load, the first mode is defined by a first zone of the graph that bounds the origin, the second mode is defined by a second zone that bounds the first zone, and the third mode is defined by a third zone that bounds the second zone.

17. An engine as set forth in Claim 10 wherein the processing certain data to select one of plural fueling modes for operating the engine comprises processing data indicative of engine load.

18. An engine as set forth in Claim 17 wherein the processing certain data to select one of plural fueling modes for operating the engine comprises processing data indicative of engine speed.