Stoichiometric high-temperature direct-injection compression-ignition engine

Patent metadata

Field	Value
Publication number	US-9903262-B2
Application number	US-201514679882-A
Country	US
Kind code	B2
Filing date	Apr 6, 2015
Priority date	Apr 7, 2014
Publication date	Feb 27, 2018
Grant date	Feb 27, 2018

Abstract

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.

First claim

What is claimed:

1. A method of operating neat-fuel direct-injected compression ignition engine at a stoichiometric condition, comprising:
a. coating surfaces of an engine combustion chamber with a thermal barrier coating, wherein said surfaces comprise a piston surface, valve surfaces, and a head surface;
b. injecting a neat fuel to said engine combustion chamber to a direct injection port using a fuel injector, wherein said neat fuel comprises a neat fuel quantity that satisfies a stoichiometric condition with respect to an intake air quantity to said engine combustion chamber;
c. transferring energy from an exhaust gas stage to an intake compression stage or augmenting work output using a mechanical exhaust regenerator, wherein said mechanical exhaust regenerator comprises turbine expansion stages;
d. sensing an amount of O 2 in exhaust gas using an exhaust gas O 2 sensor;
e. controlling a position of an intake valve and a position of an exhaust valve using a variable valve actuation (VVA) system,
wherein:
said exhaust gas is regulated by closing said exhaust valve early with respect to a piston position using said VVA system, or
said exhaust gas is recirculated external to said combustion chamber using an exhaust gas recirculation (EGR) system, wherein said EGR system comprises a mass flow controller, a heat exchanger, and a flow path, wherein said flow path connects to an air intake of said engine combustion chamber;

f. providing active feedback control of exhaust gas using an exhaust gas temperature sensor;
g. setting a load command according to a position of a gas pedal; and
h. operating said EGR system to direct said exhaust gas to said engine combustion chamber according to measurement signals from said exhaust temperature sensor; and
i. implementing said load command by changing an opening timing and a closing timing of said VVA system according to said measurement signals from said exhaust temperature sensor, wherein said stoichiometric amount of neat fuel is independent of how much exhaust is retained or recirculated within said engine combustion chamber according to said measurement signals from said exhaust gas O 2 sensor.

2. A neat-fuel direct-injected compression ignition engine, comprising:
a. an engine combustion chamber including a thermal barrier coating on surfaces of said engine combustion chamber, wherein said surfaces comprise a piston surface, valve surfaces, and a head surface;
b. a direct injection port disposed to inject a neat fuel, wherein said neat fuel comprises a neat fuel quantity that satisfies a stoichiometric condition with respect to an intake air quantity to said engine combustion chamber;
c. a mechanical exhaust regenerator including turbine expansion stages disposed to transfer energy from an exhaust gas stage to an intake compression stage or to augment work output;
d. an exhaust gas O 2 sensor;
e. a variable valve actuation (VVA) system controlling a position of an intake valve and a position of an exhaust valve;
wherein:
exhaust gas is regulated by closing said exhaust valve early with respect to a piston position using said VVA system, or
said exhaust gas is recirculated external to said engine combustion chamber with an exhaust gas recirculation (EGR) system comprising a mass flow controller, a heat exchanger, and a flow path, wherein said flow path connects to an air intake of said engine combustion chamber;

f. an exhaust gas temperature sensor;
g. a gas pedal, wherein a position of said gas pedal is provided as a load command and said load command is implemented by controlling a quantity of said exhaust gas within said engine combustion chamber; and
h. a computer programmed to:
receive measurement signals from said exhaust temperature sensor and said exhaust gas O 2 sensor,
operate said EGR system to direct said exhaust gas to said engine combustion chamber according to said measurement signals from said exhaust temperature sensor,
change an opening timing and a closing timing of said VVA system according to said measurement signals from said exhaust temperature sensor, and
operate a fuel injector to deliver said neat fuel quantity with respect to said amount of intake air that is independent of how much exhaust is retained or recirculated within said engine combustion chamber according to said measurement signals from said exhaust gas O 2 sensor.

3. The neat-fuel direct-injected compression ignition engine of claim 2 , wherein said thermal barrier coating comprises yttria-stabilized zirconia, or steel alloy, or austenitic nickel-chromium-based super alloys.

4. The neat-fuel direct-injected compression ignition engine of claim 2 , wherein said neat-fuel comprises ethanol, or natural gas, or methanol, or di-methyl ether.

5. The neat-fuel direct-injected compression ignition engine of claim 2 , wherein said mechanical exhaust regenerator further comprises a turbo charger, or a super charger, or a turbo charger with a turbine mechanically coupled to an engine crankshaft.

Assignees

• Univ Leland Stanford Junior

Inventors

• Edwards Christopher F
• Johnson Iv Bernard H
• Roberts Gregory B

Classifications

• F02D13/0203

  Variable control of intake and exhaust valves · CPC title

• Y02T10/18

  Cross-Sectional Technologies · mapped topic

• F02B2720/257

  Supply of fuel under pressure in the cylinder without blowing fluid · CPC title

• F02D2041/001

  for engines with variable valve actuation · CPC title

• F02D41/0062

  Estimating, calculating or determining the internal EGR rate, amount or flow · CPC title