A compression ignition type engine, wherein a first combustion where the amount of the recirculated exhaust gas supplied to the combustion chamber is larger than the amount of recirculated exhaust gas where the amount of production of soot peaks and almost no soot is produced and a second combustion where the amount of recirculated exhaust gas supplied to the combustion chamber is smaller than the amount of recirculated exhaust gas where the amount of production of soot peaks are selectively switched between and where the second combustion is switched to the first combustion when the temperature of the catalyst arranged in an engine exhaust passage is about to fall below the activation temperature.

Compression ignition type engine

The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions. In its preferred embodiments, the method includes the steps of (i) producing an air charge, (ii) controlling the temperature, density and pressure of the air charge, (iii) transferring the air charge to a power cylinder of the engine such that an air charge having a weight and density selected from a range of weight and density levels ranging from below atmospheric weight and density to heavier-than-atmospheric weight and density is introduced into the power cylinder, and (iv) then compressing the air charge at a lower-than-normal compression ratio, (v) causing a pre-determined quantity of charge-air and fuel to produce a combustible mixture, (vi) causing the mixture to be ignited within the power cylinder, and (vii) allowing the combustion gas to expand against a piston operable in the power cylinders with the expansion ratio of the power cylinders being substantially greater than the compression ratio of the power cylinders of the engine. In addition to other advantages, the invented method is capable of producing mean effective cylinder pressures ranging from lower-than-normal to higher-than-normal. In the preferred embodiments, the mean effective cylinder pressure is selectively variable (and selectively varied) throughout the mentioned range during the operation of the engine. In an alternate embodiment related to constant speed-constant load operation, the mean effective cylinder pressure is selected from the range and the engine is configured, in accordance with the present invention, such that the mean effective cylinder pressure range is limited, being varied only in the amount required for producing the power, torque and speed of the duty cycle for which the engine is designed.

Internal combustion engine and working cycle

A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Air and fuel supply system for combustion engine

A control system for an internal combustion engine having at least one fuel injection valve for injecting fuel into a combustion chamber of the engine. A compression end temperature in the combustion chamber is estimated. A target compression end temperature is calculated according to an operating condition of the engine. A main injection and a plurality of pilot injections before the main injection are performed by at least one fuel injection valve. A fuel injection amount in a first-performed pilot injection of the plurality of pilot injections is controlled so that the estimated compression end temperature coincides with the target compression end temperature.

Control system for internal combustion engine

Turbocompound systems can be used to affect engine operation using the energy in exhaust gas that is driving the available turbocharger. A first electrical device acts as a generator in response to turbocharger rotation. A second electrical device acts as a motor to put mechanical power into the engine, typically at the crankshaft. Apparatus, systems, steps, and methods are described to control the generator and motor operations to control the amount of power being recovered. This can control engine operation closer to desirable parameters for given engine-related operating conditions compared to actual. The electrical devices can also operate in “reverse,” going between motor and generator functions. This permits the electrical device associated with the crankshaft to drive the electrical device associated with the turbocharger as a motor, overcoming deficient engine operating conditions such as associated with turbocharger lag.

Electric turbocompound control system

The invention relates to a direct fuel injection method for a diesel engine in which a preset quantity of fuel is introduced into a combustion space via a fuel injection nozzle in a preinjection and in a main injection which is separate from the preinjection. To achieve a short ignition delay with lowest possible specific fuel consumption during this process, the beginning of the preinjection occurs within the range of 10°-16° or of 20°-30° crank angle before top dead center, depending on speed, and the beginning of the main injection occurs within the range of 2° after top dead center to 15° before top dead center, the interval between the end of the preinjection and the beginning of the main injection being within the range of 3° to 14° or of 3° to 26° crank angle before top dead center and the preinjection quantity is 10% to 20% or 1% to 5% of the quantity of fuel preset in each case, depending on load.

Direct fuel injection method for a diesel engine

SELON CE PROCEDE METTANT EN OEUVRE UNE INJECTION PREALABLE ET UNE INJECTION PRINCIPALE DU CARBURANT, LE DEBUT A DE L'INJECTION PREALABLE INTERVIENT, POUR LA VITESSE DE ROTATION DE RALENTI OU JUSTE AU-DESSUS DE CETTE VITESSE, DANS LA PLAGE DE 10-16 DE L'ANGLE DU VILEBREQUIN ET, DANS LE CAS DE LA VITESSE DE ROTATION NOMINALE, DANS LA PLAGE DE 20-30 DE L'ANGLE DU VILEBREQUIN AVEC LE POINT MORT HAUT, LE DEBUT A DE L'INJECTION PRINCIPALE INTERVIENT, POUR LA VITESSE DE ROTATION DE RALENTI, DANS LA PLAGE DE 2 DE L'ANGLE DU VILEBREQUIN AVANT LE POINT MORT HAUT, L'INTERVALLE A ENTRE LES DEUX INJECTEURS SE SITUE, POUR LA VITESSE DE ROTATION DE RALENTI, OU JUSTE AU-DESSUS DE CETTE VITESSE, DANS LA PLAQUE DE 3 A 14 DE L'ANGLE DE VILEBREQUIN ET, POUR LA VITESSE DE ROTATION NOMINALE, DANS LA PLAGE DE 3 A 26 DE L'ANGLE DU VILEBREQUIN, ET LA QUANTITE D'INJECTION PREALABLE EST EGALE, LORS DU RALENTI, OU JUSTE AU-DESSUS DE LA VITESSE DE RALENTI, A ENVIRON 10 -20 ET, SOUS PLEINE CHARGE, A ENVIRON 1 -5 DE LA QUANTITE DE CARBURANT RESPECTIVEMENT PREDETERMINEE APPLICATION NOTAMMENT A L'AMELIORATION DU RENDEMENT DE MOTEURS DIESEL

Abthoff Jorg

Papers

Direct fuel injection method for a diesel engine

Procede d'injection directe de carburant pour un moteur diesel