Compression-ignition engine configuration for reducing pollutants and method and system thereof

1. A method of reducing pollutant emissions from a compression-ignition engine, the method comprising:

adjusting timing of fuel injection into a combustion chamber of a piston-cylinder assembly of the compression-ignition engine, comprising:

indexing a drive mechanism intercoupling a camshaft to a crankshaft by at least one tooth away from a standard position; and

adjusting a pre-stroke of a plunger of a fuel injector assembly.

2. The method of claim 1 , wherein adjusting timing of fuel injection comprises retarding the timing of fuel injection in a range of about 3 to 9 degrees from a baseline.

3. The method of claim 1 , wherein indexing the drive mechanism comprises shifting a cam gear of the drive mechanism coupled to the camshaft relative to a crank gear of the drive mechanism coupled to the crankshaft.

4. The method of claim 1 , wherein adjusting the pre-stroke of the plunger of the fuel injector assembly comprises modifying the plunger length, modifying a length of a follower, adjusting a helix position in the plunger, or adjusting a rocker screw position, or any combination thereof.

5. The method of claim 1 , comprising de-rating power output from the compression-ignition engine at least by five percentage at full load condition by reducing a quantity of fuel injection into the piston-cylinder assembly.

6. The method of claim 5 , wherein derating power output comprises setting a control parameter in a control system to reduce a quantity of fuel injection into the piston-cylinder assembly of the compression-ignition engine.

7. The method of claim 1 , comprising setting a control parameter in a control system to increase an air-to-fuel ratio by increasing a speed of the compression-ignition engine or a speed of a turbocharger.

8. A method of operating a compression-ignition engine, the method comprising:

rotating a crankshaft in response to movement of a piston forced to move by combustion in a chamber of a piston-cylinder assembly of the compression-ignition engine;

rotating first and second drive elements of a drive mechanism intercoupling the crankshaft to a camshaft, wherein the first and second drive elements are offset by at least one tooth relative to a standard configuration; and

moving an exhaust valve in response to movement of the camshaft, wherein movement of the exhaust valve is shifted based on the offset of the first and second drive elements.

9. The method of claim 8 , wherein moving the exhaust valve comprises retarding the exhaust valve opening to increase an expansion of combustion gases in an exhaust stroke.

10. The method of claim 9 , wherein retarding the exhaust valve opening reduces a time for discharging the combustion gases into the atmosphere.

11. The method of claim 8 , further comprising de-rating power output of the compression-ignition engine at full load condition, wherein de-rating the power output comprises reducing a quantity of fuel injection into the piston-cylinder assembly to reduce pollutant emissions.

12. The method of claim 8 , further comprising increasing an air-to-fuel ratio, wherein increasing the air-to-fuel ratio comprises increasing a speed of the compression-ignition engine, increasing a speed of a turbo charger or a combination thereof, to reduce pollutant emissions.

13. A compression-ignition engine configured to reduce pollutant emissions, comprising:

a drive mechanism intercoupling a camshaft and a crankshaft in a configuration retarded by at least one tooth, away from a standard position, wherein the drive mechanism comprises a gear drive, a chain and sprocket drive or a timing belt drive; and

a fuel injector assembly configured to retard the timing of fuel injection into a piston-cylinder assembly of the compression-ignition engine.

14. The compression-ignition engine of claim 13 , wherein the fuel injector assembly comprises a plunger configured to retard the timing of fuel injection into a piston-cylinder assembly of the compression-ignition engine by adjusting a pre-stroke of the plunger.

15. The compression-ignition engine of claim 13 , wherein the fuel injector assembly is coupled to the camshaft, wherein the fuel injector assembly is configured to reduce a quantity of fuel injection into the piston-cylinder assembly to de-rate power output of the compression-ignition engine at full load condition.

16. The compression-ignition engine of claim 13 , further comprising a control system configured to reduce a quantity of fuel injection into the piston-cylinder assembly to de-rate power output of the compression-ignition engine at full load condition.

17. A vehicle, comprising:

a compression-ignition engine, comprising:

a camshaft having a cam gear, wherein the cam gear is coupled to a crank gear and the cam gear is indexed relative to the crank gear by at least one tooth away from a standard position to retard a timing of fuel injection into a piston-cylinder assembly of the compression-ignition engine.

18. The vehicle of claim 17 , comprising a fuel injector assembly coupled to the camshaft, wherein the fuel injector assembly is configured to reduce a quantity of fuel injection into the piston-cylinder assembly of the compression-ignition engine to de-rate power output of the compression-ignition engine at full load condition.

19. The vehicle of claim 17 , comprising a control system configured to reduce a quantity of fuel injection into the piston-cylinder assembly of the compression-ignition engine to de-rate power output of the compression-ignition engine at full load condition.

20. The vehicle of claim 17 , wherein the vehicle is a locomotive.

21. The vehicle of claim 17 , wherein the vehicle is a ship.

22. The vehicle of claim 17 , wherein the vehicle is an automobile.