CN104005867A - Compression ignition engine - Google Patents
Compression ignition engine Download PDFInfo
- Publication number
- CN104005867A CN104005867A CN201410062450.3A CN201410062450A CN104005867A CN 104005867 A CN104005867 A CN 104005867A CN 201410062450 A CN201410062450 A CN 201410062450A CN 104005867 A CN104005867 A CN 104005867A
- Authority
- CN
- China
- Prior art keywords
- firing chamber
- motor
- gas
- fuel
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000006835 compression Effects 0.000 title claims abstract description 18
- 238000007906 compression Methods 0.000 title claims abstract description 18
- 239000000446 fuel Substances 0.000 claims abstract description 67
- 239000007789 gas Substances 0.000 claims abstract description 52
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 14
- 239000001301 oxygen Substances 0.000 claims abstract description 14
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 14
- 238000002485 combustion reaction Methods 0.000 claims abstract description 11
- 239000000203 mixture Substances 0.000 claims abstract description 8
- 230000007704 transition Effects 0.000 claims abstract description 6
- 238000010304 firing Methods 0.000 claims description 56
- 238000000034 method Methods 0.000 claims description 21
- 239000012530 fluid Substances 0.000 claims description 8
- 238000013459 approach Methods 0.000 claims description 6
- 238000002347 injection Methods 0.000 claims description 2
- 239000007924 injection Substances 0.000 claims description 2
- 238000004519 manufacturing process Methods 0.000 claims description 2
- 238000004064 recycling Methods 0.000 claims 1
- 239000013618 particulate matter Substances 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/02—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The invention provides a compression ignition engine capable of operating in a low temperature mode. The compression ignition engine comprises a plurality of cylinders, each defining a combustion chamber, wherein the engine is adapted to deliver and mix air and fuel within each combustion chamber, the mix being at or near a stoichiometric mixture; a control means including a sensor for sensing an engine load; a source of a gas comprising oxygen coupled to the control means. In response to the sensor sensing a transition to a high engine load, the control means is used for supplying gas for each combustion chamber prior to or simultaneously with an increase in the supply of fuel.
Description
Technical field
The present invention relates to compression ignition engine.Especially but not exclusive ground, the present invention relates to for vehicle and homogeneous charge compression-ignited (HCCI) motor that can move under high capacity.
Background technique
As everyone knows, owing to having very high compression ratio, diesel engine or compression ignition engine are the highest motors of the thermal efficiency for fuel energy being changed into useful work.Particularly, when in low-power and engine idle, diesel engine is much more efficient than petrol engine.Different from the spark ignition engine such as petrol engine, diesel engine using compression heat is carried out starting ignition with the fuel in burning firing chamber.
Hcci engine has been attempted further raising the efficiency.Energy release profile, in the whole volume of firing chamber, instead of is confined in flame.Partially, chemical reaction is slow, and this is because temperature is low, but because energy release profile in whole combustion chamber volume, therefore overall thermal rate of release can mate or exceed the energy being caused by flame and discharges the HRR obtaining.
As everyone knows, low-temperature burning (LTC) can reduce effulent and raise the efficiency.For effulent, in the time using the stoichiometry mixed gas of air and fuel, NOx is low and can not generate particulate matter.For efficiency, by keep lower temperature in firing chamber, can increase the output work of unit volume expansion.
But, up to now, still there are some technical problems.In cylinder there is challenge in the control of condition always, but this problem is solved to a certain extent.Another problem is to be transitioned into compared with load and in high capacity to be issued to performance.The target of LTC is to obtain volume energy by automatic ignition to discharge.For slowing down rate of pressure rise, the air fuel ratio using approaches the proportioning of stoichiometry mixed gas.For reaching compared with load, must introduce cylinder by more fuel.But, in the time using stoichiometry to mix, add fuel and obviously increased effulent, and little on increasing motor output impact.And for automobile application, the increase meeting of motor output sharply occurs, such as occurring within a few tens of milliseconds.
In addition, reduce air fuel ratio (by adding fuel) and can cause even higher surge pressure and HRR.In addition, a lot of control strategies that hcci engine uses need to carry out preheating to mixed gas.The quality that this has reduced density and has therefore reduced the air/fuel mixed gas in firing chamber, so can reduce power.
Two kinds of known ways of hoisting power are to adopt to have the fuel of different autoignition characteristics, and to mixed gas thermally stratified layer so that the difference in compressed mixed gas has different temperatures and therefore in different time burning, this can reduce HRR.But, these tactful underactions or be difficult to control, or can reduce the advantage that obtains of homogeneous charge that adopts.
Expect to provide a kind of compression ignition engine that can move under high capacity.Expect to provide a kind of compression ignition engine that can be transitioned into fast and efficiently from low load high capacity.
Summary of the invention
A kind of compression ignition engine that can move under low temperature combustion mode is provided according to a first aspect of the invention, and this motor comprises:
Multiple cylinders, each cylinder is all formed with firing chamber, wherein, this motor for delivery of air and fuel and in each firing chamber mixing air and fuel, this mixing in or approach stoichiometric mixing;
Control gear, comprises the sensor for sensing engine loading;
The gas source that comprises oxygen, is connected to control gear, wherein, the transition to high engine loads sensing in response to sensor, control gear is for before increasing fuel to each firing chamber or simultaneously to each firing chamber supply gas.
This motor can be suitable for adopting stoichiometric air fuel ratio operation.
This control gear can be suitable for, before fuel increases or simultaneously to each firing chamber supply gas, making it possible to roughly maintain stoichiometric air fuel ratio.
This gas can be oxygen.Alternatively, this gas can be air.
Gas source can comprise the reformer for generation of oxygen.
This motor can comprise that fluid is connected to each cylinder and comes to the intake manifold of each firing chamber conveying air.This control gear can be used for carrying gas to intake manifold.
This motor can comprise to the gas ejector of intake manifold supply gas.This gas ejector can be low-pressure gas sparger.
This control gear can comprise control unit of engine.This control gear can be used for controlling the fuel quantity that is delivered to each firing chamber.
This motor can comprise that fluid is connected to each cylinder with the fuel delivery system to each firing chamber transfer the fuel.
This motor can comprise that the part for making engine exhaust is recycled to the exhaust gas recirculatioon of each firing chamber (EGR) system.
This control gear can be used for along with make exhaust gas recirculatioon to each firing chamber, until reach predetermined air fuel ratio to each firing chamber supply gas.This control gear can be used for reducing subsequently or interrupting the gas supply to each firing chamber.
A kind of vehicle, comprises motor according to a first aspect of the invention.
A kind of method with low temperature combustion mode operation compression ignition engine is provided according to a second aspect of the invention, and the method comprises:
Cylinder to motor is carried air and fuel, and wherein, each cylinder is all formed with firing chamber;
Mixing air and fuel in each firing chamber, wherein, the volume production life of the air of carrying and fuel in or approach stoichiometry mix mixture;
Sensing engine loading;
In response to the transition to high engine loads sensing, comprise the gas of oxygen to the supply of each firing chamber; And
Increase the fuel supply to each firing chamber.
The method can comprise with stoichiometric air fuel ratio operation motor roughly.The method can comprise to each firing chamber supply gas, makes it possible to roughly maintain this stoichiometric air fuel ratio.
The method can comprise that the intake manifold that is connected to each cylinder by fluid is to each firing chamber conveying air.The method can comprise to intake manifold supply gas.
The method can comprise with low pressure to manifold injection gas.
The method can comprise makes exhaust cycle to each firing chamber.The method can comprise along with make exhaust gas recirculatioon to each firing chamber, until reach predetermined air fuel ratio to each firing chamber supply gas.This predetermined air fuel ratio can be roughly stoichiometric air fuel ratio.The method can comprise minimizing subsequently or interrupt to each firing chamber supply gas.
Brief description of the drawings
Only by example, embodiments of the invention are described referring now to accompanying drawing, wherein:
Fig. 1 is the known plotted curve that air fuel ratio and the temperature under low temperature traditional combustion pattern is shown and points out maximum discharge region;
Fig. 2 is the schematic diagram according to motor of the present invention.
Embodiment
Fig. 1 is the plotted curve that in compression ignition engine, air fuel ratio changes with flame temperature.This plotted curve shows region 100 and region 102, in low temperature mode and in being low to moderate the motor operation in region 100 conventionally of medium load, with the conventional diesel engine operation in region 102 conventionally of high capacity operation.Also there is shown two independently maximum discharge subregions at curve: region 110, relates to higher air fuel ratio and the temperature that produces high-level NOx simultaneously; With region 112, relate to the middle temperature of low air fuel ratio and the high-level particulate matter of generation.
Conventionally, for light commercial vehicle motor, low load can reach 3 bar BMEP(Brake Mean Effective Pressure, brake mean-effective pressure), and high capacity can be the load that is greater than this load.But these are worth based on motor and condition.Expect to use described method to be promoted to 3 bar BMEP from 1 bar BMEP, or be promoted to more high capacity from 4 bar BMEP.
For the motor moving in low temperature mode and to be low to moderate medium load, temperature is usually less than 2,000 ° of K, and therefore conventionally can avoid two maximum discharge regions.Except performance, this is the main cause that is more prone to adopt low-temperature burning.
On the other hand, traditional compression ignition engine tends to the NOx and/or the particulate matter that under medium load, produce higher level due to higher temperature being low to moderate.Only under higher load, (relate to the high fuel supply of higher temperature and reduction air fuel ratio) and just can avoid maximum discharge region.But, it should be noted that with traditional compression ignition engine (by the lower right corner area operation at Fig. 1) of high capacity operation and can produce acceptable low level of emissions.
Fig. 2 shows according to motor 10 of the present invention.Motor 10 is can be with the compression ignition engine of low temperature combustion mode operation.
Motor 10 comprise in multiple cylinder 12(Fig. 2 only illustrate two), each in these cylinders is all formed with firing chamber 14.Fuel delivery system comprises fuel tank 20, and petrolift 22 fluids are connected to each cylinder 12 for to each firing chamber 14 transfer the fuels.Meanwhile, intake manifold 30 fluids are connected to each cylinder, for carrying air to each firing chamber 14.Motor 10 is for delivery of air and fuel and at the interior mixing air in each firing chamber 14 and fuel, the mixture mixing to obtain in or to approach stoichiometry.
Motor 10 also comprises the control gear with control unit of engine 40.Control unit of engine 40 is connected to fuel delivery system and Selective Control petrolift 22 is controlled the fuel quantity that is delivered to each firing chamber.Control gear also comprises the sensor 42 for sensing engine loading.In the time sensing compared with high engine loads, petrolift 22 can be controlled in control unit of engine unit 40 increases the fuel that is delivered to each firing chamber.
Dispose oxygenous reformer apparatus 50.Oxygen is transported to reservoir vessel 52, stores with low pressure at this.Reservoir vessel 52 is connected to intake manifold 30 by valve 54.Control unit of engine 40 control valves 54, allow Oxygen Flow also therefore to flow to the firing chamber 14 of cylinder 12 to intake manifold 30 for selectivity.
In the time that sensor 42 senses the transition from low engine loading to high engine loads, control unit of engine unit 40 increases to the fuel of cylinder 12 to be carried.Almost meanwhile (may before this or afterwards), control unit of engine 40 is gone back Open valve 54, and this allows oxygen to flow into cylinder 12 via intake manifold 30.
The amount of oxygen that is delivered to cylinder 12 is proportional with the increase of fuel that is delivered to cylinder 12.In this way, can roughly maintain stoichiometric air fuel ratio.This has been avoided a large amount of generations of effulent and has improved engine efficiency.In the time that load is too high so that cannot reach low-temperature burning, also need to move with " tradition " combustion mode.
Motor 10 comprises exhaust gas recirculatioon (EGR) system 60, and this system is for making a part of recirculation of engine exhaust get back to each firing chamber 14.Egr system 60 is also controlled by control unit of engine 40.
If motor 10 maintains high capacity, supply increase that control unit of engine 40 can reduce oxygen by throttle down 54 are gradually delivered to the exhaust gas recirculation of cylinder 12, until obtain the predetermined air fuel ratio of expecting.If this motor is turbo type engine, also need to adjust supercharging and realize the air intake pressurized of expectation.
Although specific embodiments of the invention are described, should be appreciated that the embodiment who departs from described embodiment still falls within the scope of the invention above.
Claims (22)
1. the compression ignition engine that can move under low temperature combustion mode, described motor comprises:
Multiple cylinders, each firing chamber that is all formed with, wherein, described motor for delivery of air and fuel and in described firing chamber mixing air and fuel, described mixing in or approach stoichiometric mixing;
Control gear, comprises the sensor for sensing engine loading;
Comprise the gas source of oxygen, be connected to described control gear,
Wherein, the transition to high engine loads sensing in response to described sensor, described control gear is for before increasing fuel to each firing chamber or simultaneously to each firing chamber supply gas.
2. motor according to claim 1, wherein, described motor is suitable for adopting stoichiometric air fuel ratio operation.
3. motor according to claim 1 and 2, wherein, described control gear is suitable for before fuel increases or supplies described gas to described each firing chamber roughly to maintain described stoichiometric air fuel ratio simultaneously.
4. according to the motor described in aforementioned any one claim, wherein, described gas is oxygen.
5. according to the motor described in aforementioned any one claim, wherein, described gas source comprises the reformer for generation of oxygen.
6. according to the motor described in aforementioned any one claim, wherein, described motor comprises that fluid is connected to each cylinder and carrys out the intake manifold of carrying air to described each firing chamber, and described control gear is for supplying described gas to described intake manifold.
7. motor according to claim 6, wherein, described motor comprises gas ejector from described gas to described intake manifold that supply.
8. according to the motor described in aforementioned any one claim, wherein, described control gear comprises control unit of engine.
9. according to the motor described in aforementioned any one claim, wherein, described control gear is for controlling the fuel quantity that is delivered to each firing chamber.
10. according to the motor described in aforementioned any one claim, wherein, described motor comprises that fluid is connected to each cylinder with the fuel delivery system to each firing chamber transfer the fuel.
11. according to the motor described in aforementioned any one claim, and wherein, described motor comprises that the part for making engine exhaust is recycled to the exhaust gas recycling system of each firing chamber.
12. motors according to claim 11, wherein, described control gear is used for along with make exhaust gas recirculatioon to each firing chamber, until reach predetermined air fuel ratio to each firing chamber supply gas.
13. motors according to claim 12, wherein, described control gear is for minimizing subsequently or interrupt the gas supply to each firing chamber.
14. 1 kinds of vehicles, comprise the motor described in aforementioned any one claim.
15. 1 kinds of methods with low temperature combustion mode operation compression ignition engine, described method comprises:
Cylinder to described motor is carried air and fuel, and wherein, each cylinder is all formed with firing chamber;
Mixing air and fuel in each firing chamber, wherein, the volume production life of the air of carrying and fuel in or approach stoichiometry mix mixture;
Sensing engine loading;
In response to the transition to high engine loads sensing, comprise the gas of oxygen to the supply of each firing chamber; And
Increase the fuel supply to each firing chamber.
16. methods according to claim 15, comprise with stoichiometric air fuel ratio roughly and move described motor.
17. methods according to claim 16, comprise and supply described gas to each firing chamber roughly to maintain described stoichiometric air fuel ratio.
18. according to claim 15 to the method described in any one in 17, comprises that the intake manifold that is connected to each cylinder by fluid carries air and supply described gas to described intake manifold to each firing chamber.
19. methods according to claim 18, comprise with low pressure to gas described in described manifold injection.
20. according to claim 15 to the method described in any one in 19, comprises and makes exhaust gas recirculatioon to each firing chamber, and along with supplying described gas to each firing chamber, make exhaust gas recirculatioon to each firing chamber until reach predetermined air fuel ratio.
21. methods according to claim 20, wherein, described predetermined air fuel ratio is roughly stoichiometric air fuel ratio.
22. methods according to claim 21, comprise and reduce subsequently or interrupt supplying described gas to each firing chamber.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1303381.6 | 2013-02-26 | ||
| GB1303381.6A GB2511131B (en) | 2013-02-26 | 2013-02-26 | Compression ignition engine operable in a low temperature combustion mode |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104005867A true CN104005867A (en) | 2014-08-27 |
| CN104005867B CN104005867B (en) | 2018-05-29 |
Family
ID=48092101
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410062450.3A Expired - Fee Related CN104005867B (en) | 2013-02-26 | 2014-02-24 | Compression ignition engine |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN104005867B (en) |
| DE (1) | DE102014203315A1 (en) |
| GB (1) | GB2511131B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US12104542B2 (en) * | 2018-12-14 | 2024-10-01 | Eaton Intelligent Power Limited | Diesel engine cylinder deactivation modes |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1324431A (en) * | 1998-10-21 | 2001-11-28 | Abb涡轮系统有限公司 | Method for operating a diesel engine |
| EP1517030A2 (en) * | 2003-08-22 | 2005-03-23 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for detecting deterioration in fuel injection amount of internal combustion engine |
| WO2005071238A2 (en) * | 2004-01-12 | 2005-08-04 | Massachusetts Institute Of Technology | High compression ratio, high power density homogeneous charge compression ignition engines using hydrogen and carbon monoxide to enhance auto-ignition resistance |
| WO2006023079A2 (en) * | 2004-08-20 | 2006-03-02 | Southwest Research Institute | Method for rich pulse control of diesel engines |
| CN102076948A (en) * | 2008-06-30 | 2011-05-25 | 伊顿公司 | System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0940569B1 (en) * | 1998-03-03 | 2006-02-08 | Nissan Motor Co., Ltd. | Combustion control device for diesel engine |
-
2013
- 2013-02-26 GB GB1303381.6A patent/GB2511131B/en not_active Expired - Fee Related
-
2014
- 2014-02-24 CN CN201410062450.3A patent/CN104005867B/en not_active Expired - Fee Related
- 2014-02-25 DE DE102014203315.2A patent/DE102014203315A1/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1324431A (en) * | 1998-10-21 | 2001-11-28 | Abb涡轮系统有限公司 | Method for operating a diesel engine |
| EP1517030A2 (en) * | 2003-08-22 | 2005-03-23 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for detecting deterioration in fuel injection amount of internal combustion engine |
| WO2005071238A2 (en) * | 2004-01-12 | 2005-08-04 | Massachusetts Institute Of Technology | High compression ratio, high power density homogeneous charge compression ignition engines using hydrogen and carbon monoxide to enhance auto-ignition resistance |
| WO2006023079A2 (en) * | 2004-08-20 | 2006-03-02 | Southwest Research Institute | Method for rich pulse control of diesel engines |
| CN102076948A (en) * | 2008-06-30 | 2011-05-25 | 伊顿公司 | System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2511131A (en) | 2014-08-27 |
| DE102014203315A1 (en) | 2014-08-28 |
| GB2511131B (en) | 2019-09-18 |
| GB201303381D0 (en) | 2013-04-10 |
| CN104005867B (en) | 2018-05-29 |
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Granted publication date: 20180529 Termination date: 20200224 |