US20040118118A1 - Air and fuel supply system for combustion engine - Google Patents
Air and fuel supply system for combustion engine Download PDFInfo
- Publication number
- US20040118118A1 US20040118118A1 US10/733,570 US73357003A US2004118118A1 US 20040118118 A1 US20040118118 A1 US 20040118118A1 US 73357003 A US73357003 A US 73357003A US 2004118118 A1 US2004118118 A1 US 2004118118A1
- Authority
- US
- United States
- Prior art keywords
- intake valve
- engine
- compressor
- air
- turbocharger
- 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.)
- Abandoned
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
- F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0412—Multiple heat exchangers arranged in parallel or in series
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
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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
- F02D15/00—Varying compression ratio
- F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
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- 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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
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- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
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- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
- F01L2001/0535—Single overhead camshafts [SOHC]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/08—Other arrangements or adaptations of exhaust conduits
- F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2250/00—Combinations of different methods of purification
- F01N2250/02—Combinations of different methods of purification filtering and catalytic conversion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
- F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/027—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using electric or magnetic heating means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1824—Number of cylinders six
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- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
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- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/32—Miller cycle
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- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
- F02D19/021—Control of components of the fuel supply system
- F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
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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
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- 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
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
- F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
- F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
-
- 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
Abstract
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.
Description
- This is a continuation of application Ser. No. 10/143,908, filed May 14, 2002, U.S. Pat. No. ______, the contents of which are incorporated herein by reference.
- The present invention relates to a combustion engine and, more particularly, to an air and fuel supply system for use with an internal combustion engine.
- An internal combustion engine may include one or more turbochargers for compressing a fluid, which is supplied to one or more combustion chambers within corresponding combustion cylinders. Each turbocharger typically includes a turbine driven by exhaust gases of the engine and a compressor driven by the turbine. The compressor receives the fluid to be compressed and supplies the compressed fluid to the combustion chambers. The fluid compressed by the compressor may be in the form of combustion air or an air/fuel mixture.
- An internal combustion engine may also include a supercharger arranged in series with a turbocharger compressor of an engine. U.S. Pat. No. 6,273,076 (Beck et al., issued Aug. 14, 2001) discloses a supercharger having a turbine that drives a compressor to increase the pressure of air flowing to a turbocharger compressor of an engine. In some situations, the air charge temperature may be reduced below ambient air temperature by an early closing of the intake valve.
- Early or late closing of the intake valve, referred to as the “Miller Cycle,” may reduce the effective compression ratio of the cylinder, which in turn reduces compression temperature, while maintaining a high expansion ratio. Consequently, a Miller cycle engine may have improved thermal efficiency and reduced exhaust emissions of, for example, oxides of Nitrogen (NOX). Reduced NOX emissions are desirable. In a conventional Miller cycle engine, the timing of the intake valve close is typically shifted slightly forward or backward from that of the typical Otto cycle engine. For example, in the Miller cycle engine, the intake valve may remain open until the beginning of the compression stroke.
- While a turbocharger may utilize some energy from the engine exhaust, the series supercharger/turbocharger arrangement does not utilize energy from the turbocharger exhaust. Furthermore, the supercharger requires an additional energy source.
- The present invention is directed to overcoming one or more of the problems as set forth above.
- According to one exemplary aspect of the invention, a method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, is provided. The method 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.
- According to another exemplary aspect of the invention, a variable compression ratio internal combustion engine may include an engine block defining at least one cylinder, a head connected with the engine block, wherein the head includes an air intake port and an exhaust port, and a piston slidable in each cylinder. A combustion chamber may be defined by the head, the piston, and the cylinder. The engine may include an air intake valve controllably movable to open and close the air intake port, an air supply system including at least one turbocharger fluidly connected to the air intake port, and a fuel supply system operable to controllably inject fuel into the combustion chamber at a selected timing. A variable intake valve closing mechanism may be configured to keep the intake valve open by selective actuation of the variable intake valve closing mechanism.
- According to yet another exemplary aspect of the invention, a method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, is provided. The method may include imparting rotational movement to a first turbine and a first compressor of a first turbocharger with exhaust air flowing from an exhaust port of the cylinder, and imparting rotational movement to a second turbine and a second compressor of a second turbocharger with exhaust air flowing from an exhaust duct of the first turbocharger. The method may also include compressing air drawn from atmosphere with the second compressor, compressing air received from the second compressor with the first compressor, and supplying pressurized air from the first compressor to an air intake port of a combustion chamber in the cylinder via an intake manifold. The method also includes controllably operating a fuel supply system to inject fuel directly into the combustion chamber, and 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 during a portion of a compression stroke of the piston.
- According to still another exemplary aspect of the invention, a method of controlling an internal combustion engine having a variable compression ratio is provided. The engine may have a block defining a cylinder, a piston slidable in the cylinder, a head connected with the block, and the piston, the cylinder, and the head defining a combustion chamber. The method may include pressurizing air, supplying the air to an intake manifold, maintaining fluid communication between the combustion chamber and the intake manifold during a portion of an intake stroke and through a predetermined portion of a compression stroke, and supplying a pressurized fuel directly to the combustion chamber during a portion of an combustion stroke.
- It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention.
- The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate several exemplary embodiments of the invention and, together with the description, serve to explain the principles of the invention. In the drawings,
- FIG. 1 is a combination diagrammatic and schematic illustration of an exemplary air supply system for an internal combustion engine in accordance with the invention;
- FIG. 2 is a combination diagrammatic and schematic illustration of an exemplary engine cylinder in accordance with the invention;
- FIG. 3 is a diagrammatic sectional view of the exemplary engine cylinder of FIG. 2;
- FIG. 4 is a graph illustrating an exemplary intake valve actuation as a function of engine crank angle in accordance with the present invention;
- FIG. 5 is a graph illustrating an exemplary fuel injection as a function of engine crank angle in accordance with the present invention;
- FIG. 6 is a combination diagrammatic and schematic illustration of another exemplary air supply system for an internal combustion engine in accordance with the invention; and
- FIG. 7 is a combination diagrammatic and schematic illustration of yet another exemplary air supply system for an internal combustion engine in accordance with the invention.
- Reference will now be made in detail to embodiments of the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.
- Referring to FIG. 1, an exemplary
air supply system 100 for aninternal combustion engine 110, for example, a four-stroke, diesel engine, is provided. Theinternal combustion engine 110 includes anengine block 111 defining a plurality ofcombustion cylinders 112, the number of which depends upon the particular application. For example, a 4-cylinder engine would include four combustion cylinders, a 6-cylinder engine would include six combustion cylinders, etc. In the exemplary embodiment of FIG. 1, sixcombustion cylinders 112 are shown. It should be appreciated that theengine 110 may be any other type of internal combustion engine, for example, a gasoline or natural gas engine. - The
internal combustion engine 110 also includes anintake manifold 114 and anexhaust manifold 116. Theintake manifold 114 provides fluid, for example, air or a fuel/air mixture, to thecombustion cylinders 112. Theexhaust manifold 116 receives exhaust fluid, for example, exhaust gas, from thecombustion cylinders 112. Theintake manifold 114 and theexhaust manifold 116 are shown as a single-part construction for simplicity in the drawing. However, it should be appreciated that theintake manifold 114 and/or theexhaust manifold 116 may be constructed as multi-part manifolds, depending upon the particular application. - The
air supply system 100 includes afirst turbocharger 120 and may include asecond turbocharger 140. The first andsecond turbochargers second turbocharger 140 provides a first stage of pressurization and thefirst turbocharger 120 provides a second stage of pressurization. For example, thesecond turbocharger 140 may be a low pressure turbocharger and thefirst turbocharger 120 may be a high pressure turbocharger. Thefirst turbocharger 120 includes aturbine 122 and acompressor 124. Theturbine 122 is fluidly connected to theexhaust manifold 116 via anexhaust duct 126. Theturbine 122 includes aturbine wheel 128 carried by ashaft 130, which in turn may be rotatably carried by ahousing 132, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 116 to theturbine 122 may include a variable nozzle (not shown) or other variable geometry arrangement adapted to control the velocity of exhaust fluid impinging on theturbine wheel 128. - The
compressor 124 includes acompressor wheel 134 carried by theshaft 130. Thus, rotation of theshaft 130 by theturbine wheel 128 in turn may cause rotation of thecompressor wheel 134. - The
first turbocharger 120 may include acompressed air duct 138 for receiving compressed air from thesecond turbocharger 140 and anair outlet line 152 for receiving compressed air from thecompressor 124 and supplying the compressed air to theintake manifold 114 of theengine 110. Thefirst turbocharger 120 may also include anexhaust duct 139 for receiving exhaust fluid from theturbine 122 and supplying the exhaust fluid to thesecond turbocharger 140. - The
second turbocharger 140 may include aturbine 142 and acompressor 144. Theturbine 142 may be fluidly connected to theexhaust duct 139. Theturbine 142 may include aturbine wheel 146 carried by ashaft 148, which in turn may be rotatably carried by thehousing 132. Thecompressor 144 may include acompressor wheel 150 carried by theshaft 148. Thus, rotation of theshaft 148 by theturbine wheel 146 may in turn cause rotation of thecompressor wheel 150. - The
second turbocharger 140 may include anair intake line 136 providing fluid communication between the atmosphere and thecompressor 144. Thesecond turbocharger 140 may also supply compressed air to thefirst turbocharger 120 via thecompressed air duct 138. Thesecond turbocharger 140 may include anexhaust outlet 154 for receiving exhaust fluid from theturbine 142 and providing fluid communication with the atmosphere. In an embodiment, thefirst turbocharger 120 andsecond turbocharger 140 may be sized to provide substantially similar compression ratios. For example, thefirst turbocharger 120 andsecond turbocharger 140 may both provide compression ratios of between 2 to 1 and 3 to 1, resulting in a system compression ratio of at least 4:1 with respect to atmospheric pressure. Alternatively, thesecond turbocharger 140 may provide a compression ratio of 3 to 1 and thefirst turbocharger 120 may provide a compression ratio of 1.5 to 1, resulting in a system compression ratio of 4.5 to 1 with respect to atmospheric pressure. - The
air supply system 100 may include anair cooler 156, for example, an aftercooler, between thecompressor 124 and theintake manifold 114. Theair cooler 156 may extract heat from the air to lower the intake manifold temperature and increase the air density. Optionally, theair supply system 100 may include anadditional air cooler 158, for example, an intercooler, between thecompressor 144 of thesecond turbocharger 140 and thecompressor 124 of thefirst turbocharger 120. Alternatively, theair supply system 100 may optionally include an additional air cooler (not shown) between theair cooler 156 and theintake manifold 114. The optional additional air cooler may further reduce the intake manifold temperature. - Referring now to FIG. 2, a
cylinder head 211 may be connected with theengine block 111. Eachcylinder 112 in thecylinder head 211 may be provided with afuel supply system 202. Thefuel supply system 202 may include afuel port 204 opening to acombustion chamber 206 within thecylinder 112. Thefuel supply system 202 may inject fuel, for example, diesel fuel, directly into thecombustion chamber 206. - The
cylinder 112 may contain apiston 212 slidably movable in the cylinder. Acrankshaft 213 may be rotatably disposed within theengine block 111. A connectingrod 215 may couple thepiston 212 to thecrankshaft 213 so that sliding motion of thepiston 212 within thecylinder 112 results in rotation of thecrankshaft 213. Similarly, rotation of thecrankshaft 213 results in a sliding motion of thepiston 212. For example, an uppermost position of thepiston 212 in thecylinder 112 corresponds to a top dead center position of thecrankshaft 213, and a lowermost position of thepiston 212 in thecylinder 112 corresponds to a bottom dead center position of thecrankshaft 213. - As one skilled in the art will recognize, the
piston 212 in a conventional, four-stroke engine cycle reciprocates between the uppermost position and the lowermost position during a combustion (or expansion) stroke, an exhaust stroke, and intake stroke, and a compression stroke. Meanwhile, thecrankshaft 213 rotates from the top dead center position to the bottom dead center position during the combustion stroke, from the bottom dead center to the top dead center during the exhaust stroke, from top dead center to bottom dead center during the intake stroke, and from bottom dead center to top dead center during the compression stroke. Then, the four-stroke cycle begins again. Each piston stroke correlates to about 180° of crankshaft rotation, or crank angle. Thus, the combustion stroke may begin at about 0° crank angle, the exhaust stroke at about 180°, the intake stroke at about 360°, and the compression stroke at about 540°. - The
cylinder 112 may include at least oneintake port 208 and at least oneexhaust port 210, each opening to thecombustion chamber 206. Theintake port 208 may be opened and closed by anintake valve assembly 214, and theexhaust port 210 may be opened and closed by anexhaust valve assembly 216. Theintake valve assembly 214 may include, for example, anintake valve 218 having ahead 220 at afirst end 222, with thehead 220 being sized and arranged to selectively close theintake port 208. The second end 224 of theintake valve 218 may be connected to a rocker arm 226 or any other conventional valve-actuating mechanism. Theintake valve 218 may be movable between a first position permitting flow from theintake manifold 114 to enter thecombustion cylinder 112 and a second position substantially blocking flow from theintake manifold 114 to thecombustion cylinder 112. Aspring 228 may be disposed about theintake valve 218 to bias theintake valve 218 to the second, closed position. - A camshaft232 carrying a
cam 234 with one ormore lobes 236 may be arranged to operate theintake valve assembly 214 cyclically based on the configuration of thecam 234, thelobes 236, and the rotation of the camshaft 232 to achieve a desired intake valve timing. Theexhaust valve assembly 216 may be configured in a manner similar to theintake valve assembly 214 and may be operated by one of thelobes 236 of thecam 234. In an embodiment, theintake lobe 236 may be configured to operate theintake valve 218 in a conventional Otto or diesel cycle, whereby theintake valve 218 moves to the second position from between about 10° before bottom dead center of the intake stroke and about 10° after bottom dead center of the compression stroke. Alternatively, theintake valve assembly 214 and/or theexhaust valve assembly 216 may be operated hydraulically, pneumatically, electronically, or by any combination of mechanics, hydraulics, pneumatics, and/or electronics. - The
intake valve assembly 214 may include a variable intakevalve closing mechanism 238 structured and arranged to selectively interrupt cyclical movement of and extend the closing timing of theintake valve 218. The variable intakevalve closing mechanism 238 may be operated hydraulically, pneumatically, electronically, mechanically, or any combination thereof. For example, the variable intakevalve closing mechanism 238 may be selectively operated to supply hydraulic fluid, for example, at a low pressure or a high pressure, in a manner to resist closing of theintake valve 218 by the bias of thespring 228. That is, after theintake valve 218 is lifted, i.e., opened, by thecam 234, and when thecam 234 is no longer holding theintake valve 218 open, the hydraulic fluid may hold theintake valve 218 open for a desired period. The desired period may change depending on the desired performance of theengine 110. Thus, the variable intakevalve closing mechanism 238 enables theengine 110 to operate under a conventional Otto or diesel cycle or under a variable late-closing Miller cycle. - As shown in FIG. 4, the
intake valve 218 may begin to open at about 360° crank angle, that is, when thecrankshaft 213 is at or near a top dead center position of anintake stroke 406. The closing of theintake valve 218 may be selectively varied from about 540° crank angle, that is, when the crank shaft is at or near a bottom dead center position of acompression stroke 407, to about 650° crank angle, that is, about 70° before top center of thecombustion stroke 508. Thus, theintake valve 218 may be held open for a majority portion of thecompression stroke 407, that is, for the first half of thecompression stroke 407 and a portion of the second half of thecompression stroke 407. - The
fuel supply system 202 may include afuel injector assembly 240, for example, a mechanically-actuated, electronically-controlled unit injector, in fluid communication with acommon fuel rail 242. Alternatively, thefuel injector assembly 240 may be any common rail type injector and may be actuated and/or operated hydraulically, mechanically, electrically, piezo-electrically, or any combination thereof. Thecommon fuel rail 242 provides fuel to thefuel injector assembly 240 associated with eachcylinder 112. Thefuel injector assembly 240 may inject or otherwise spray fuel into thecylinder 112 via thefuel port 204 in accordance with a desired timing. - A
controller 244 may be electrically connected to the variable intakevalve closing mechanism 238 and/or thefuel injector assembly 240. Thecontroller 244 may be configured to control operation of the variable intakevalve closing mechanism 238 and/or thefuel injector assembly 240 based on one or more engine conditions, for example, engine speed, load, pressure, and/or temperature in order to achieve a desired engine performance. It should be appreciated that the functions of thecontroller 244 may be performed by a single controller or by a plurality of controllers. Similarly, spark timing in a natural gas engine may provide a similar function to fuel injector timing of a compression ignition engine. - Referring now to FIG. 3, each
fuel injector assembly 240 may be associated with aninjector rocker arm 250 pivotally coupled to arocker shaft 252. Eachfuel injector assembly 240 may include aninjector body 254, asolenoid 256, aplunger assembly 258, and aninjector tip assembly 260. Afirst end 262 of theinjector rocker arm 250 may be operatively coupled to theplunger assembly 258. Theplunger assembly 258 may be biased by aspring 259 toward thefirst end 262 of theinjector rocker arm 250 in the general direction ofarrow 296. - A
second end 264 of theinjector rocker arm 250 may be operatively coupled to acamshaft 266. More specifically, thecamshaft 266 may include a cam lobe 267 having afirst bump 268 and asecond bump 270. Thecamshafts 232, 266 and theirrespective lobes 236, 267 may be combined into a single camshaft (not shown) if desired. Thebumps second end 264 of theinjector rocker arm 250 during rotation of thecamshaft 266. Thebumps second bump 270 may provide a pilot injection of fuel at a predetermined crank angle before thefirst bump 268 provides a main injection of fuel. It should be appreciated that the cam lobe 267 may have only afirst bump 268 that injects all of the fuel per cycle. - When one of the
bumps injector rocker arm 250, thesecond end 264 of theinjector rocker arm 250 is urged in the general direction ofarrow 296. As thesecond end 264 is urged in the general direction ofarrow 296, therocker arm 250 pivots about therocker shaft 252 thereby causing thefirst end 262 to be urged in the general direction ofarrow 298. The force exerted on thesecond end 264 by thebumps spring 259, thereby causing theplunger assembly 258 to be likewise urged in the general direction ofarrow 298. When thecamshaft 266 is rotated beyond the maximum height of thebumps spring 259 urges theplunger assembly 258 in the general direction ofarrow 296. As theplunger assembly 258 is urged in the general direction ofarrow 296, thefirst end 262 of theinjector rocker arm 250 is likewise urged in the general direction ofarrow 296, which causes theinjector rocker arm 250 to pivot about therocker shaft 252 thereby causing thesecond end 264 to be urged in the general direction ofarrow 298. - The
injector body 254 defines afuel port 272. Fuel, such as diesel fuel, may be drawn or otherwise aspirated into thefuel port 272 from thefuel rail 242 when theplunger assembly 258 is moved in the general direction ofarrow 296. Thefuel port 272 is in fluid communication with afuel valve 274 via afirst fuel channel 276. Thefuel valve 274 is, in turn. in fluid communication with aplunger chamber 278 via asecond fuel channel 280. - The
solenoid 256 may be electrically coupled to thecontroller 244 and mechanically coupled to thefuel valve 274. Actuation of thesolenoid 256 by a signal from thecontroller 244 may cause thefuel valve 274 to be switched from an open position to a closed position. When thefuel valve 274 is positioned in its open position, fuel may advance from thefuel port 272 to theplunger chamber 278, and vice versa. However, when thefuel valve 274 is positioned in its closed positioned, thefuel port 272 is isolated from theplunger chamber 278. - The
injector tip assembly 260 may include acheck valve assembly 282. Fuel may be advanced from theplunger chamber 278, through aninlet orifice 284, athird fuel channel 286, anoutlet orifice 288, and into thecylinder 112 of theengine 110. - Thus, it should be appreciated that when one of the
bumps injector rocker arm 16, theplunger assembly 258 is urged in the general direction ofarrow 296 by thespring 259 thereby causing fuel to be drawn into thefuel port 272 which in turn fills theplunger chamber 278 with fuel. As thecamshaft 266 is further rotated, one of thebumps rocker arm 250, thereby causing theplunger assembly 258 to be urged in the general direction ofarrow 298. If thecontroller 244 is not generating an injection signal, thefuel valve 274 remains in its open position, thereby causing the fuel which is in theplunger chamber 278 to be displaced by theplunger assembly 258 through thefuel port 272. However, if thecontroller 244 is generating an injection signal, thefuel valve 274 is positioned in its closed position thereby isolating theplunger chamber 278 from thefuel port 272. As theplunger assembly 258 continues to be urged in the general direction ofarrow 298 by thecamshaft 266, fluid pressure within thefuel injector assembly 240 increases. At a predetermined pressure magnitude, for example, at about 5500 psi (38 MPa), fuel is injected into thecylinder 112. Fuel will continue to be injected into thecylinder 112 until thecontroller 244 signals thesolenoid 256 to return thefuel valve 274 to its open position. - As shown in the exemplary graph of FIG. 5, the pilot injection of fuel may commence when the
crankshaft 213 is at about 675° crank angle, that is, about 45° before top dead center of thecompression stroke 407. The main injection of fuel may occur when thecrankshaft 213 is at about 710° crank angle, that is, about 10° before top dead center of thecompression stroke 407 and about 45° after commencement of the pilot injection. Generally, the pilot injection may commence when thecrankshaft 213 is about 40-50° before top dead center of thecompression stroke 407 and may last for about 10-15° crankshaft rotation. The main injection may commence when thecrankshaft 213 is between about 10° before top dead center of thecompression stroke 407 and about 12° after top dead center of thecombustion stroke 508. The main injection may last for about 20-45° crankshaft rotation. - FIG. 6 is a combination diagrammatic and schematic illustration of a second exemplary
air supply system 300 for theinternal combustion engine 110. Theair supply system 300 may include aturbocharger 320, for example, a high-efficiency turbocharger capable of producing at least about a 4 to 1 compression ratio with respect to atmospheric pressure. Theturbocharger 320 may include aturbine 322 and acompressor 324. Theturbine 322 may be fluidly connected to theexhaust manifold 116 via anexhaust duct 326. Theturbine 322 may include aturbine wheel 328 carried by ashaft 330, which in turn may be rotatably carried by ahousing 332, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 116 to theturbine 322 may include a variable nozzle (not shown), which may control the velocity of exhaust fluid impinging on theturbine wheel 328. - The
compressor 324 may include acompressor wheel 334 carried by theshaft 330. Thus, rotation of theshaft 330 by theturbine wheel 328 in turn may cause rotation of thecompressor wheel 334. Theturbocharger 320 may include anair inlet 336 providing fluid communication between the atmosphere and thecompressor 324 and anair outlet 352 for supplying compressed air to theintake manifold 114 of theengine 110. Theturbocharger 320 may also include anexhaust outlet 354 for receiving exhaust fluid from theturbine 322 and providing fluid communication with the atmosphere. - The
air supply system 300 may include anair cooler 356 between thecompressor 324 and theintake manifold 114. Optionally, theair supply system 300 may include an additional air cooler (not shown) between theair cooler 356 and theintake manifold 114. - FIG. 7 is a combination diagrammatic and schematic illustration of a third exemplary
air supply system 400 for theinternal combustion engine 110. Theair supply system 400 may include aturbocharger 420, for example, aturbocharger 420 having aturbine 422 and twocompressors turbine 422 may be fluidly connected to theexhaust manifold 116 via aninlet duct 426. Theturbine 422 may include aturbine wheel 428 carried by ashaft 430, which in turn may be rotatably carried by ahousing 432, for example, a single-part or multi-part housing. The fluid flow path from theexhaust manifold 116 to theturbine 422 may include a variable nozzle (not shown), which may control the velocity of exhaust fluid impinging on theturbine wheel 428. - The
first compressor 424 may include acompressor wheel 434 carried by theshaft 430, and thesecond compressor 444 may include acompressor wheel 450 carried by theshaft 430. Thus, rotation of theshaft 430 by theturbine wheel 428 in turn may cause rotation of the first andsecond compressor wheels second compressors - The
turbocharger 420 may include anair intake line 436 providing fluid communication between the atmosphere and thefirst compressor 424 and acompressed air duct 438 for receiving compressed air from thefirst compressor 424 and supplying the compressed air to thesecond compressor 444. Theturbocharger 420 may include anair outlet line 452 for supplying compressed air from thesecond compressor 444 to theintake manifold 114 of theengine 110. Theturbocharger 420 may also include anexhaust outlet 454 for receiving exhaust fluid from theturbine 422 and providing fluid communication with the atmosphere. - For example, the
first compressor 424 andsecond compressor 444 may both provide compression ratios of between 2 to 1 and 3 to 1, resulting in a system compression ratio of at least 4:1 with respect to atmospheric pressure. Alternatively, thesecond compressor 444 may provide a compression ratio of 3 to 1 and thefirst compressor 424 may provide a compression ratio of 1.5 to 1, resulting in a system compression ratio of 4.5 to 1 with respect to atmospheric pressure. - The
air supply system 400 may include anair cooler 456 between thecompressor 424 and theintake manifold 114. Optionally, theair supply system 400 may include anadditional air cooler 458 between thefirst compressor 424 and thesecond compressor 444 of theturbocharger 420. Alternatively, theair supply system 400 may optionally include an additional air cooler (not shown) between theair cooler 456 and theintake manifold 114. - During use, the
internal combustion engine 110 operates in a known manner using, for example, the diesel principle of operation. Referring to the exemplary air supply system shown in FIG. 1, exhaust gas from theinternal combustion engine 110 is transported from theexhaust manifold 116 through theinlet duct 126 and impinges on and causes rotation of theturbine wheel 128. Theturbine wheel 128 is coupled with theshaft 130, which in turn carries thecompressor wheel 134. The rotational speed of thecompressor wheel 134 thus corresponds to the rotational speed of theshaft 130. - The exemplary fuel supply system200 and
cylinder 112 shown in FIG. 2 may be used with each of the exemplaryair supply systems combustion chamber 206 via theintake port 208, and exhaust air exits thecombustion chamber 206 via theexhaust port 210. Theintake valve assembly 214 and theexhaust valve assembly 216 may be controllably operated to direct airflow into and out of thecombustion chamber 206. - In a conventional Otto or diesel cycle mode, the
intake valve 218 moves from the second position to the first position in a cyclical fashion to allow compressed air to enter thecombustion chamber 206 of thecylinder 112 at near top center of the intake stroke 406 (about 360° crank angle), as shown in FIG. 4. At near bottom dead center of the compression stroke (about 540° crank angle), theintake valve 218 moves from the first position to the second position to block additional air from entering thecombustion chamber 206. Fuel may then be injector from thefuel injector assembly 240 at near top dead center of the compression stroke (about 720° crank angle). - In a conventional Miller cycle engine, the conventional Otto or diesel cycle is modified by moving the
intake valve 218 from the first position to the second position at either some predetermined time before bottom dead center of the intake stroke 406 (i.e., before 540° crank angle) or some predetermined time after bottom dead center of the compression stroke 407 (i.e., after 540° crank angle). In a conventional late-closing Miller cycle, theintake valve 218 is moved from the first position to the second position during a first portion of the first half of thecompression stroke 407. - The variable intake
valve closing mechanism 238 enables theengine 110 to be operated in both a late-closing Miller cycle and a conventional Otto or diesel cycle. Further, injecting a substantial portion of fuel after top dead center of thecombustion stroke 508, as shown in FIG. 5, may reduce NOX emissions and increase the amount of energy rejected to theexhaust manifold 116 in the form of exhaust fluid. Use of a high-efficiency turbocharger series turbochargers intake manifold 114, which may increase the energy pushing thepiston 212 against thecrankshaft 213 to produce useable work. In addition, delaying movement of theintake valve 218 from the first position to the second position may reduce the compression temperature in thecombustion chamber 206. The reduced compression temperature may further reduce NOX emissions. - The
controller 244 may operate the variable intakevalve closing mechanism 238 to vary the timing of theintake valve assembly 214 to achieve desired engine performance based on one or more engine conditions, for example, engine speed, engine load, engine temperature, boost, and/or manifold intake temperature. The variable intakevalve closing mechanism 238 may also allow more precise control of the air/fuel ratio. By delaying closing of theintake valve assembly 214, thecontroller 244 may control the cylinder pressure during the compression stroke of thepiston 212. For example, late closing of the intake valve reduces the compression work that thepiston 212 must perform without compromising cylinder pressure and while maintaining a standard expansion ratio and a suitable air/fuel ratio. - The high pressure air provided by the exemplary
air supply systems piston 212. The high pressure may also enable theintake valve assembly 214 to be closed even later than in a conventional Miller cycle engine. In the present invention, theintake valve assembly 214 may remain open until the second half of the compression stroke of thepiston 212, for example, as late as about 80° to 70° before top dead center (BTDC). While theintake valve assembly 214 is open, air may flow between thechamber 206 and theintake manifold 114. Thus, thecylinder 112 experiences less of a temperature rise in thechamber 206 during the compression stroke of thepiston 212. - Since the closing of the
intake valve assembly 214 may be delayed, the timing of the fuel supply system may also be retarded. For example, thecontroller 244 may controllably operate thefuel injector assembly 240 to supply fuel to thecombustion chamber 206 after theintake valve assembly 214 is closed. For example, thefuel injector assembly 240 may be controlled to supply a pilot injection of fuel contemporaneous with or slightly after theintake valve assembly 214 is closed and to supply a main injection of fuel contemporaneous with or slightly before combustion temperature is reached in thechamber 206. As a result, a significant amount of exhaust energy may be available for recirculation by theair supply system - Referring to the exemplary
air supply system 100 of FIG. 1, thesecond turbocharger 140 may extract otherwise wasted energy from the exhaust stream of thefirst turbocharger 120 to turn thecompressor wheel 150 of thesecond turbocharger 140, which is in series with thecompressor wheel 134 of thefirst turbocharger 120. The extra restriction in the exhaust path resulting from the addition of thesecond turbocharger 140 may raise the back pressure on thepiston 212. However, the energy recovery accomplished through thesecond turbocharger 140 may offset the work consumed by the higher back pressure. For example, the additional pressure achieved by theseries turbochargers piston 212 during the induction stroke of the combustion cycle. Further, the added pressure on the cylinder resulting from thesecond turbocharger 140 may be controlled and/or relieved by using the late intake valve closing. Thus, theseries turbochargers air supply system 100, and not simply more power - It should be appreciated that the
air cooler intake manifold 114 may extract heat from the air to lower the inlet manifold temperature, while maintaining the denseness of the pressurized air. The optional additional air cooler between compressors or after theair cooler - An air and fuel supply system for an internal combustion engine in accordance with the exemplary embodiments of the invention may extract additional work from the engine's exhaust. The system may also achieve fuel efficiency and reduced NOX emissions, while maintaining work potential and ensuring that the system reliability meets with operator expectations.
- It will be apparent to those skilled in the art that various modifications and variations can be made in the disclosed air and fuel supply system for an internal combustion engine without departing from the scope or spirit of the invention. Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. It is intended that the specification and examples be considered as exemplary only.
Claims (23)
1. A variable compression ratio internal combustion engine, comprising:
an engine block defining at least one cylinder;
a head connected with said engine block, including an air intake port, and an exhaust port;
a piston slidable in each cylinder;
a combustion chamber being defined by said head, said piston, and said cylinder;
an air intake valve controllably movable to open and close the air intake port;
an air supply system including at least one turbocharger fluidly connected to the air intake port;
a fuel supply system operable to controllably inject fuel into the combustion chamber at a selected timing; and
a variable intake valve closing mechanism configured to keep the intake valve open by selective operation of the variable intake valve closing mechanism.
2. The engine of claim 1 , further including an air intake valve assembly connected with said intake valve, said air intake valve assembly adapted to cyclically move said intake valve.
3. The engine of claim 2 , wherein said air intake valve assembly includes a cam connectable with a rocker arm, said rocker arm being connected with said intake valve.
4. The engine of claim 2 , wherein the variable intake valve closing mechanism is operated at least one of hydraulically, pneumatically, mechanically, and electronically.
5. The engine of claim 1 , further including a controller configured to operate the intake valve to remain open for a portion of a second half of a compression stroke.
6. The engine of claim 1 , wherein the fuel supply system includes a fuel injector assembly.
7. The engine of claim 6 , wherein the fuel injector assembly is operated at least one of hydraulically, mechanically, and electronically.
8. The engine of claim 1 , wherein the air supply system includes a second turbocharger arranged in series with the at least one turbocharger.
9. The engine of claim 1 , wherein the at least one turbocharger includes a turbine and two compressors.
10. The engine of claim 1 , wherein the at least one turbocharger has a pressure ratio of at least 4:1 with respect to atmospheric pressure.
11. A method of operating an internal combustion engine including at least one cylinder and a piston slidable in the cylinder, the method comprising:
imparting rotational movement to a first turbine and a first compressor of a first turbocharger with exhaust air flowing from an exhaust port of the cylinder;
imparting rotational movement to a second turbine and a second compressor of a second turbocharger with exhaust air flowing from an exhaust duct of the first turbocharger;
compressing air drawn from atmosphere with the second compressor;
compressing air received from the second compressor with the first compressor;
supplying pressurized air from the first compressor to an air intake port of a combustion chamber in the cylinder via an intake manifold;
controllably operating a fuel supply system to inject fuel directly into the combustion chamber; and
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 during a portion of a compression stroke of the piston.
12. The method of claim 11 , wherein said selectively operating includes operating a variable intake valve closing mechanism to interrupt cyclical movement of the intake valve.
13. The method of claim 11 , wherein the selective operation of the air intake valve is based on at least one engine condition.
14. The method of claim 11 , wherein said selectively operating includes operating the intake valve to remain open for a portion of a second half of the compression stroke of the piston.
15. The method of claim 11 , wherein said controllably operating a fuel supply system includes operating a fuel injector assembly at least one of hydraulically, mechanically, and electronically.
16. An internal combustion engine, comprising:
a block defining at least one cylinder;
a head connected with said block, said head having an air intake port and an exhaust port;
a piston slidable in each cylinder;
an air intake valve controllably movable to open and close the air intake port;
a first turbocharger including a first turbine coupled with a first compressor, the first turbine being in fluid communication with the exhaust port, the first compressor being in fluid communication with the air intake port;
a second compressor being in fluid communication with atmosphere and the first compressor;
a fuel supply system operable to controllably inject fuel into the combustion chamber; and
a controller configured to selectively operate the air intake valve to remain open during a portion of a compression stroke of the piston.
17. The engine of claim 16 , wherein said second compressor is coupled with said first turbine.
18. The engine of claim 16 , wherein the controller is configured to operate the intake valve to remain open for a portion of a second half of the compression stroke of the piston.
19. The engine of claim 16 , wherein the fuel supply system includes a fuel injector assembly.
20. An internal combustion engine, comprising:
a block defining at least one cylinder;
a head connected with said block, said head having an air intake port and an exhaust port;
a piston slidable in each cylinder;
an air intake valve assembly connectable with a cam assembly to controllably move an intake valve to open and close the air intake port;
a first turbocharger including a first turbine coupled with a first compressor, the first turbine being in fluid communication with the exhaust port and an exhaust duct, the first compressor being in fluid communication with the air intake port;
a second turbocharger including a second turbine coupled with a second compressor, the second turbine being in fluid communication with the exhaust duct of the first turbocharger and atmosphere, the second compressor being in fluid communication with atmosphere and the first compressor;
a fuel supply system connectable with a cam assembly operable to controllably inject fuel into the combustion chamber; and
a variable intake valve mechanism connectable with said air intake valve, said variable intake valve mechanism being adaptable to interrupt cyclical movement of said intake valve.
21. The engine of claim 20 , wherein said first turbocharger and said second turbocharger are similarly sized.
22. The engine of claim 20 , wherein said variable valve mechanism is actuated at least one of hydraulically, pneumatically, mechanically, and electronically.
23. The engine of claim 20 , further including an air cooler between at least one of said first compressor and said second compressor.
Priority Applications (22)
Application Number | Priority Date | Filing Date | Title |
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US10/733,570 US20040118118A1 (en) | 2002-05-14 | 2003-12-12 | Air and fuel supply system for combustion engine |
US10/933,300 US7178492B2 (en) | 2002-05-14 | 2004-09-03 | Air and fuel supply system for combustion engine |
US10/992,137 US20050247286A1 (en) | 2002-02-04 | 2004-11-19 | Combustion engine including fluidically-controlled engine valve actuator |
US10/992,857 US20050247284A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine operating at optimum engine speed |
US10/992,125 US20050241597A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for a combustion engine |
US10/992,071 US20050235953A1 (en) | 2002-05-14 | 2004-11-19 | Combustion engine including engine valve actuation system |
US10/992,074 US7252054B2 (en) | 2002-05-14 | 2004-11-19 | Combustion engine including cam phase-shifting |
US10/992,070 US20050229900A1 (en) | 2002-05-14 | 2004-11-19 | Combustion engine including exhaust purification with on-board ammonia production |
US10/992,866 US20050241302A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine with particulate trap |
US10/993,065 US20050235951A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine operating in HCCI mode |
US10/992,069 US7191743B2 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for a combustion engine |
US10/992,198 US7201121B2 (en) | 2002-02-04 | 2004-11-19 | Combustion engine including fluidically-driven engine valve actuator |
US10/992,897 US20050235950A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine |
US11/105,943 US7204213B2 (en) | 2002-05-14 | 2005-04-14 | Air and fuel supply system for combustion engine |
US11/504,771 US20070062192A1 (en) | 2002-05-14 | 2006-08-16 | Air and fuel supply system for combustion engine |
US11/504,773 US20070062180A1 (en) | 2002-05-14 | 2006-08-16 | Combustion engine including exhaust purification with on-board ammonia production |
US11/504,774 US20070062193A1 (en) | 2002-02-04 | 2006-08-16 | Combustion engine including fluidically-controlled engine valve actuator |
US11/509,082 US20070068149A1 (en) | 2002-05-14 | 2006-08-24 | Air and fuel supply system for combustion engine with particulate trap |
US11/519,227 US20070079805A1 (en) | 2002-05-14 | 2006-09-12 | Air and fuel supply system for combustion engine operating at optimum engine speed |
US11/520,029 US20070089416A1 (en) | 2002-05-14 | 2006-09-13 | Combustion engine including engine valve actuation system |
US11/520,792 US20070089707A1 (en) | 2002-05-14 | 2006-09-14 | Air and fuel supply system for combustion engine |
US11/520,791 US20070089706A1 (en) | 2002-05-14 | 2006-09-14 | Air and fuel supply system for combustion engine operating in HCCI mode |
Applications Claiming Priority (2)
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US10/143,908 US6688280B2 (en) | 2002-05-14 | 2002-05-14 | Air and fuel supply system for combustion engine |
US10/733,570 US20040118118A1 (en) | 2002-05-14 | 2003-12-12 | Air and fuel supply system for combustion engine |
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US10/143,908 Continuation US6688280B2 (en) | 2002-02-04 | 2002-05-14 | Air and fuel supply system for combustion engine |
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US10/933,300 Continuation-In-Part US7178492B2 (en) | 2002-02-04 | 2004-09-03 | Air and fuel supply system for combustion engine |
US10/993,065 Continuation-In-Part US20050235951A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine operating in HCCI mode |
US10/992,897 Continuation-In-Part US20050235950A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine |
US10/992,857 Continuation-In-Part US20050247284A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine operating at optimum engine speed |
US10/992,137 Continuation-In-Part US20050247286A1 (en) | 2002-02-04 | 2004-11-19 | Combustion engine including fluidically-controlled engine valve actuator |
US10/992,071 Continuation-In-Part US20050235953A1 (en) | 2002-05-14 | 2004-11-19 | Combustion engine including engine valve actuation system |
US10/992,866 Continuation-In-Part US20050241302A1 (en) | 2002-05-14 | 2004-11-19 | Air and fuel supply system for combustion engine with particulate trap |
US10/992,070 Continuation-In-Part US20050229900A1 (en) | 2002-05-14 | 2004-11-19 | Combustion engine including exhaust purification with on-board ammonia production |
US11/105,943 Continuation US7204213B2 (en) | 2002-05-14 | 2005-04-14 | Air and fuel supply system for combustion engine |
US11/504,771 Continuation US20070062192A1 (en) | 2002-05-14 | 2006-08-16 | Air and fuel supply system for combustion engine |
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US20040118118A1 true US20040118118A1 (en) | 2004-06-24 |
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US10/733,570 Abandoned US20040118118A1 (en) | 2002-02-04 | 2003-12-12 | Air and fuel supply system for combustion engine |
US11/105,943 Expired - Lifetime US7204213B2 (en) | 2002-05-14 | 2005-04-14 | Air and fuel supply system for combustion engine |
US11/504,771 Abandoned US20070062192A1 (en) | 2002-05-14 | 2006-08-16 | Air and fuel supply system for combustion engine |
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US10/143,908 Expired - Lifetime US6688280B2 (en) | 2002-02-04 | 2002-05-14 | Air and fuel supply system for combustion engine |
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US11/105,943 Expired - Lifetime US7204213B2 (en) | 2002-05-14 | 2005-04-14 | Air and fuel supply system for combustion engine |
US11/504,771 Abandoned US20070062192A1 (en) | 2002-05-14 | 2006-08-16 | Air and fuel supply system for combustion engine |
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Also Published As
Publication number | Publication date |
---|---|
EP1363001A3 (en) | 2005-09-14 |
EP1363001A2 (en) | 2003-11-19 |
US20050183692A1 (en) | 2005-08-25 |
JP2003328785A (en) | 2003-11-19 |
US6688280B2 (en) | 2004-02-10 |
JP4143468B2 (en) | 2008-09-03 |
EP1363001B1 (en) | 2010-08-11 |
US7204213B2 (en) | 2007-04-17 |
US20070062192A1 (en) | 2007-03-22 |
US20030213462A1 (en) | 2003-11-20 |
DE60333697D1 (en) | 2010-09-23 |
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