Engine combustion control at low loads via fuel reactivity stratification
A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.
1. A compression ignition combustion method for an internal combustion engine having:
A. a combustion chamber,
B. an intake system including:
I. an intake manifold, and
II. an intake port downstream from the intake manifold and upstream from the combustion chamber;
C. an exhaust system including:
I. an exhaust port downstream from the combustion chamber, and
II. an exhaust manifold situated downstream from the exhaust port;
D. a first supply containing a fuel having a first reactivity; and
E. a second supply containing a material having a second reactivity;
the method including the following steps during an engine combustion cycle, the cycle having an intake stroke, compression stroke, expansion stroke, and exhaust stroke:
a. supplying both the fuel and the material into the combustion chamber in two or more fuel charges, and
b. reducing the amount of air within the combustion chamber by one or more of:
(1) throttling incoming air at or upstream from the intake port during at least a portion of the intake stroke;
(2) having the intake port at least partially open during at least a portion of one or more of the engine's compression stroke and the exhaust stroke;
(3) having the exhaust port at least partially closed during at least a portion of the exhaust stroke;
(4) throttling outgoing air at or downstream from the exhaust port during the at least a portion of exhaust stroke.
2. The method of claim 1 wherein the fuel and the material define a stratified distribution of fuel reactivity within the combustion chamber during the engine combustion cycle, with regions of highest fuel reactivity being spaced from regions of lowest reactivity.
3. The method of claim 1 wherein:
a. one or more of the fuel and the material are supplied into the combustion chamber in a first fuel charge;
b. one or more of the fuel and the material are supplied into the combustion chamber in a second fuel charge, wherein the second fuel charge:
(1) is supplied into the combustion chamber subsequent to the first fuel charge, and
(2) has a reactivity different from the reactivity of the first fuel charge.
4. The method of claim 3 wherein the second fuel charge is supplied into the combustion chamber between:
a. the start of the compression stroke, and
b. 40 degrees prior to Top Dead Center (TDC).
5. The method of claim 1 wherein the fuel and the material are supplied to the combustion chamber at different times during the engine combustion cycle.
6. The method of claim 1 wherein:
a. the fuel from the first supply is gasoline, and
b. the material from the second supply is diesel fuel.
7. The method of claim 1 wherein the material from the second supply has a reactivity greater than that of diesel fuel.
8. The method of claim 7 wherein the method includes the step of mixing the fuel and the material before any of the material is supplied to the combustion chamber.
9. The method of claim 1 :
a. repeated over several combustion cycles, and
b. thereafter increasing:
(1) the amount of air within the combustion chamber, and
(2) the supplied amount of one of the fuel and the material with respect to the supplied amount of the other,
over several combustion cycles.
10. The method of claim 1 :
a. performed after start-up of the engine, and
b. wherein the fuel charges do not include the material at start-up of the engine.
11. The method of claim 1 wherein the engine is operating at a load of less than 4 bar Indicated Mean Effective Pressure (IMEP).
12. The method of claim 1 :
a. repeated over several combustion cycles while the engine is operating at a load of less than 4 bar Indicated Mean Effective Pressure (IMEP), and
b. thereafter increasing:
(1) the amount of air within the combustion chamber, and
(2) the supplied amount of one of the fuel and the material with respect to the supplied amount of the other,
over several combustion cycles while the engine is operating at a load of greater than 4 bar Indicated Mean Effective Pressure (IMEP).
13. A compression ignition combustion method for an internal combustion engine having a combustion chamber situated between:
A. an intake system adjustable between a fully-open state providing maximum airflow to the combustion chamber and a restricted state having lesser airflow to the combustion chamber, and
B. an exhaust system adjustable between a fully-open state providing maximum exhaust flow from the combustion chamber and a restricted state having lesser exhaust flow from the combustion chamber,
the method including the steps of:
i. supplying an initial fuel charge into the combustion chamber;
ii. thereafter supplying a subsequent fuel charge into the combustion chamber, the subsequent fuel charge having a different reactivity than the first fuel charge,
during each of several successive combustion cycles wherein:
a. the engine is operating at a load of less than 4 bar Indicated Mean Effective Pressure (IMEP), and
b. at least one of:
(1) the intake system is in the restricted state during at least a portion of the intake stroke, and
(2) the exhaust system is in the restricted state during at least a portion of the exhaust stroke.
14. The method of claim 13 wherein the initial and subsequent fuel charges define a stratified distribution of fuel reactivity within the combustion chamber during each engine combustion cycle, with regions of highest fuel reactivity being spaced from regions of lowest reactivity.
15. The method of claim 14 wherein the subsequent fuel charge is supplied into the combustion chamber between:
a. the start of the compression stroke, and
b. 40 degrees prior to Top Dead Center (TDC).
16. The method of claim 13 wherein:
a. the engine includes:
(1) a first supply containing a fuel having a first reactivity, and
(2) a second supply containing a material having a second reactivity;
b. the initial fuel charge includes the fuel; and
c. the subsequent fuel charge includes the material.
17. The method of claim 16 wherein:
a. the fuel from the first supply is gasoline, and
b. the material from the second supply is diesel fuel.
18. The method of claim 13 :
a. performed after start-up of the engine, and
b. wherein at start-up of the engine, all fuel charges supplied into the combustion chamber during each of the successive combustion cycles have the same reactivity.
19. The method of 13 wherein:
a. the engine includes:
(1) a first supply containing a fuel having a first reactivity, and
(2) a second supply containing a material having a second reactivity;
b. at start-up of the engine, all fuel charges supplied into the combustion chamber during each of the successive combustion cycles include the fuel and exclude the material; and
c. subsequently, at least some of the fuel charges supplied into the combustion chamber during successive combustion cycles include both the fuel and the material.
20. A compression ignition combustion method for an internal combustion engine having:
A. a combustion chamber situated between:
I. an intake system adjustable between a fully-open state providing maximum airflow to the combustion chamber and a restricted state having lesser airflow to the combustion chamber, and
II. an exhaust system adjustable between a fully-open state providing maximum exhaust flow from the combustion chamber and a restricted state having lesser exhaust flow from the combustion chamber,
B. a first supply containing a fuel having a first reactivity;
C. a second supply containing a material having a second reactivity;
the method including the steps of:
a. providing fuel charges to the engine upon start-up of the engine, each fuel charge including the fuel and excluding the material;
b. during post-start-up operation of the engine, providing fuel charges to the engine which include both the fuel and the material.
21. The method of claim 20 wherein one or more of:
a. the intake system is in the restricted state during intake strokes of the engine, and
b. the exhaust system is in the restricted state during exhaust strokes of the engine, upon start-up of the engine.
22. The method of claim 20 wherein one or more of:
a. the intake system is in the restricted state during intake strokes of the engine, and
b. the exhaust system is in the restricted state during exhaust strokes of the engine, when the engine is operating at a load of less than 4 bar Indicated Mean Effective Pressure (IMEP).
23. The method of claim 20 wherein during post-start-up operation of the engine, fuel charges including both the fuel and the material are provided to the engine when the engine is operating at a load of greater than 4 bar Indicated Mean Effective Pressure (IMEP).
24. The method of claim 20 wherein during post-start-up operation of the engine, the fuel and the material define a stratified distribution of fuel reactivity within the combustion chamber during each engine combustion cycle, with regions of highest fuel reactivity being spaced from regions of lowest reactivity.
25. The method of claim 20 wherein during post-start-up operation of the engine, two or more fuel charges having different reactivity are supplied into the combustion chamber during each engine combustion cycle.
26. The method of claim 25 wherein during post-start-up operation of the engine, the second fuel charge has greater reactivity than the first fuel charge during each engine combustion cycle.
27. The method of claim 26 wherein during post-start-up operation of the engine, the second fuel charge is supplied into the combustion chamber between:
a. the start of the compression stroke, and
b. 40 degrees prior to Top Dead Center (TDC).
28. The method of claim 20 wherein:
a. the fuel from the first supply is gasoline, and
b. the material from the second supply is diesel fuel.
29. The method of claim 20 wherein the material from the second supply has a reactivity greater than that of diesel fuel.