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:
an engine combustion chamber having a direct injection port configured to receive a neat fuel, an intake port configured to receive intake air, and an exhaust port configured to allow exhaust gas to exit the engine combustion chamber;
a thermal barrier coating disposed on a surface of the engine combustion chamber, the thermal barrier coating configured to retain heat within the engine combustion chamber; and
a fuel injector configured to deliver to the combustion chamber via the direct injection port a stoichiometric ratio of the neat fuel to an amount of intake air, wherein a particulate matter emission level remains below 0.01 g/hp-hr during operation of the direct-injected compression ignition engine system.
2. 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 engine combustion chamber via the intake port.
3. The direct-injected compression ignition engine system of claim 2 , wherein the exhaust gas recirculation system includes a heat exchanger configured to cool the portion of the exhaust gas being transferred to the engine combustion chamber.
4. The direct-injected compression ignition engine system of claim 2 , wherein the exhaust gas recirculation system includes at least one of a mass flow controller configured to control the portion of the exhaust gas being transferred to the engine combustion chamber, an exhaust O 2 sensor configured to measure an O 2 level of the exhaust gas, the exhaust gas recirculation system configured to determine the portion of the exhaust gas to transfer to the engine combustion chamber based on the O 2 level of the exhaust gas, and an exhaust temperature sensor configured to measure an exhaust gas temperature, the exhaust gas recirculation system configured to determine the portion of the exhaust gas to transfer to the engine combustion chamber based on the exhaust gas temperature.
5. The direct-injected compression ignition engine system of claim 2 , further comprising:
a variable valve actuation device configured to retain exhaust within the engine combustion chamber in order to further dilute air entering the engine via the intake port.
6. 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.
7. The direct-injected compression ignition engine system of claim 6 , wherein the exhaust regenerator includes a turbo charger.
8. The direct-injected compression ignition engine system of claim 6 , wherein a thermal efficiency is greater than 50%.
9. 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 Inconel® austenitic nickel-chromium-based super alloys.
10. The direct-injected compression ignition engine system of claim 1 , wherein the neat fuel includes at least one of ethanol, natural gas, methanol, and di-methyl ether.
11. The direct-injected compression ignition engine system of claim 1 , wherein a combustion efficiency is greater than 96%.
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 13 , 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.
16. The direct-injected compression ignition engine system of claim 15 , wherein the engine work output includes work from a turbo-compound engine.
17. The direct-injected compression ignition engine system of claim 1 , further comprising:
a supercharger, a turbo charger, or a combination thereof.
18. A direct-injected compression ignition engine system, comprising:
an engine combustion chamber having a direct injection port configured to receive a neat fuel, an intake port configured to receive intake air, and an exhaust port configured to allow exhaust gas to exit the engine combustion chamber;
a thermal barrier coating disposed on a surface of the engine combustion chamber, the thermal barrier coating configured to retain heat within the engine combustion chamber; and
a fuel injector configured to deliver to the combustion chamber via the direct injection port a stoichiometric ratio of the neat 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.
19. The direct-injected compression ignition engine system of claim 18 , wherein a particulate matter emission level remains below 0.01 g/hp-hr during operation of the direct-injected compression ignition engine system.
20. The direct-injected compression ignition engine system of claim 18 , 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.
21. The direct-injected compression ignition engine system of claim 20 , wherein the exhaust regenerator includes a turbo charger.
22. The direct-injected compression ignition engine system of claim 20 , wherein a thermal efficiency is greater than 50%.
23. The direct-injected compression ignition engine system of claim 18 , wherein a combustion efficiency is greater than 96%.
24. The direct-injected compression ignition engine of claim 18 , further comprising:
a supercharger, a turbo charger, or a combination thereof.
25. A direct-injected compression ignition engine system, comprising:
an engine combustion chamber having a direct injection port configured to receive a neat fuel, an intake port configured to receive intake air, and an exhaust port configured to allow exhaust gas to exit the engine combustion chamber;
a thermal barrier coating disposed on a surface of the engine combustion chamber, the thermal barrier coating configured to retain heat within the engine combustion chamber;
a fuel injector configured to deliver to the combustion chamber via the direct injection port a stoichiometric ratio of the neat fuel to an amount of intake air; and 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 engine combustion chamber via the intake port.
26. The direct-injected compression ignition engine system of claim 25 , 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.
27. The direct-injected compression ignition engine system of claim 25 , wherein a particulate matter emission level remains below 0.01 g/hp-hr during operation of the direct-injected compression ignition engine system.
28. The direct-injected compression ignition engine system of claim 25 , 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.
29. The direct-injected compression ignition engine system of claim 25 , 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.
30. The direct-injected compression ignition engine system of claim 29 , wherein the engine work output includes work from a turbo-compound engine.