Stoichiometric high-temperature direct-injection compression-ignition engine
A neat-fuel direct-injected compression ignition engine having a thermal barrier coated combustion chamber, an injection port injects fuel that satisfies a stoichiometric condition with respect to the intake air, a mechanical exhaust regenerator transfers energy from exhaust gas to intake compression stages, an exhaust O 2 sensor inputs to a feedback control to deliver quantified fuel, a variable valve actuation (VVA) controls valve positions, an exhaust gas temperature sensor controls exhaust feedback by closing the exhaust valve early according to the VVA, or recirculated to the chamber with an exhaust-gas-recirculation (EGR), heat exchanger, and flow path connecting an air intake, a load command input, and a computer operates the EGR from sensors to input exhaust gas according exhaust temperature signals and changes VVA timing, the load control is by chamber exhaust gas, the computer operates a fuel injector to deliver fuel independent of exhaust gas by the O 2 signals.
1. A direct-injected compression ignition engine system, comprising:
(a) a combustion chamber having a direct injection port configured to deliver fuel, an intake port configured to receive intake air and an exhaust port configured to allow exhaust gas to exit the combustion chamber;
(b) a thermal barrier coating disposed on a surface of the combustion chamber, the thermal barrier coating configured to retain heat within the combustion chamber; and
(c) a fuel injector configured to deliver a stoichiometric ratio of a fuel to an amount of intake air.
2. The direct-injected compression ignition engine system of claim 1 , wherein a particulate matter emission level remains below 0.01 g/hp-hr during operation of the direct-injected compression ignition engine system.
3. The direct-injected compression ignition engine system of claim 1 , further comprising: an exhaust gas recirculation system fluidically coupled to the exhaust port and the intake port, the exhaust gas recirculation system configured to transfer a portion of the exhaust gas to the combustion chamber via the intake port.
4. The direct-injected compression ignition engine system of claim 3 , wherein the exhaust gas recirculation system includes a heat exchanger configured to cool the portion of the exhaust gas being transferred to the combustion chamber.
5. The compression ignition engine system of claim 3 , wherein the exhaust gas recirculation system includes an exhaust gas recirculation valve configured to control the portion of the exhaust gas being transferred to the combustion chamber.
6. The compression ignition engine system of claim 3 , wherein the exhaust gas recirculation system includes an exhaust O 2 sensor configured to measure an O 2 level of the exhaust gas.
7. The compression ignition engine system of claim 3 , wherein the exhaust gas recirculation system includes an exhaust temperature sensor configured to measure an exhaust gas temperature.
8. The direct-injected compression ignition engine system of claim 3 , further comprising: a variable valve actuation device configured to retain exhaust within the combustion chamber in order to further dilute air entering the engine via the intake port.
9. The direct-injected compression ignition engine system of claim 1 , further comprising: an exhaust regenerator fluidically coupled to the exhaust port, the exhaust regenerator configured to transfer energy from the exhaust gas to an intake air compressor.
10. The direct-injected compression ignition engine system of claim 1 , wherein the thermal barrier coating includes at least one of ceramics, zirconia, yttria-stabilized zirconia, steel alloys, nickel-chromium-based alloys, and austenitic nickel-chromium-based super alloys.
11. The direct-injected compression ignition engine system of claim 1 , wherein the fuel includes at least one of ethanol, natural gas, methanol, and di-methyl ether.
12. The direct-injected compression ignition engine system of claim 1 , wherein a level of nitrogen oxides emissions in the exhaust gas is maintained below an emissions limit by controlling the stoichiometric ratio and without the use of selective catalytic reduction.
13. The direct-injected compression ignition engine system of claim 1 , further comprising: an exhaust regenerator fluidically coupled to the exhaust port, the exhaust regenerator configured to transfer energy from the exhaust gas to an engine work output.
14. The direct-injected compression ignition engine system of claim 13 , wherein the engine work output includes work from a turbo-compound engine.
15. The direct-injected compression ignition engine system of claim 1 , further comprising: a supercharger, a turbo charger, or a combination thereof.
16. A direct-injected compression ignition engine system, comprising:
(a) a combustion chamber having a direct injection port, an intake port configured to receive intake air, and an exhaust port configured to allow exhaust gas to exit the combustion chamber;
(b) a thermal barrier coating disposed on a surface of the combustion chamber, the thermal barrier coating configured to retain heat within the combustion chamber; and
(c) a fuel injector configured to deliver to the combustion chamber via the direct injection port a stoichiometric ratio of the fuel to an amount of intake air, wherein a level of nitrogen oxides emissions in the exhaust gas is maintained below an emissions limit by controlling the stoichiometric ratio and without the use of selective catalytic reduction.
17. The direct-injected compression ignition engine system of claim 16 , further comprising an exhaust regenerator fluidically coupled to the exhaust port, the exhaust regenerator configured to transfer energy from the exhaust gas to an intake air compressor.
18. The direct-injected compression ignition engine of claim 16 , wherein the exhaust regenerator includes a supercharger, a turbo charger, or a combination thereof.
19. A direct-injected compression ignition engine system, comprising:
(a) a combustion chamber having a direct injection port, an intake port configured to receive intake air, and an exhaust port configured to allow exhaust gas to exit the combustion chamber;
(b) a thermal barrier coating disposed on a surface of the combustion chamber, the thermal barrier coating configured to retain heat within the combustion chamber;
(c) a fuel injector configured to deliver to the combustion chamber via the direct injection port a stoichiometric ratio of a fuel to an amount of intake air; and
(d) an exhaust gas recirculation system fluidically coupled to the exhaust port and the intake port, the exhaust gas recirculation system configured to transfer a portion of the exhaust gas to the combustion chamber via the intake port.
20. The direct-injected compression ignition engine system of claim 19 , wherein a level of nitrogen oxides emissions in the exhaust gas is maintained below an emissions limit by controlling the stoichiometric ratio and without the use of selective catalytic reduction.
21. The direct-injected compression ignition engine system of claim 19 , further comprising: an exhaust regenerator fluidically coupled to the exhaust port, the exhaust regenerator configured to transfer energy from the exhaust gas to an intake air compressor.
22. The direct-injected compression ignition engine system of claim 19 , further comprising: an exhaust regenerator fluidically coupled to the exhaust port, the exhaust regenerator configured to transfer energy from the exhaust gas to an engine work output.
23. The direct-injected compression ignition engine system of claim 22 , wherein the engine work output includes work from a turbo-compound engine.
24. The compression ignition engine system of claim 19 , wherein the exhaust gas recirculation system includes an exhaust gas recirculation valve configured to control the portion of the exhaust gas being transferred to the combustion chamber.
25. The direct-injected compression ignition engine of claim 9 , wherein the exhaust regenerator includes a supercharger, a turbo charger, or a combination thereof.
26. The direct-injected compression ignition engine of claim 13 , wherein the exhaust regenerator includes a supercharger, a turbo charger, or a combination thereof.
27. The direct-injected compression ignition engine of claim 21 , wherein the exhaust regenerator includes a supercharger, a turbo charger, or a combination thereof.
28. The direct-injected compression ignition engine of claim 22 , wherein the exhaust regenerator includes a supercharger, a turbo charger, or a combination thereof.