IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0282132
(2005-11-18)
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등록번호 |
US-7503166
(2009-03-17)
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발명자
/ 주소 |
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출원인 / 주소 |
- Ford Global Technologies, LLC
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대리인 / 주소 |
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인용정보 |
피인용 횟수 :
5 인용 특허 :
20 |
초록
▼
An internal combustion engine having combustion cylinders capable of running on gasoline in either a spark ignition mode or in a homogenous charge compression mode. The allocation of cylinders in each mode is dynamic and may be dynamically controlled and varied during operating of the engine. Also,
An internal combustion engine having combustion cylinders capable of running on gasoline in either a spark ignition mode or in a homogenous charge compression mode. The allocation of cylinders in each mode is dynamic and may be dynamically controlled and varied during operating of the engine. Also, the engine may include plural aftertreatment systems which may be dynamically selected, typically based on the combustion mode(s) in which the cylinders are operating.
대표청구항
▼
What is claimed is: 1. An internal combustion engine, comprising: a gasoline fuel injection system; multiple combustion cylinders coupled with the gasoline fuel injection system and configured to receive gasoline from the gasoline fuel injection system, where the combustion cylinders are each furth
What is claimed is: 1. An internal combustion engine, comprising: a gasoline fuel injection system; multiple combustion cylinders coupled with the gasoline fuel injection system and configured to receive gasoline from the gasoline fuel injection system, where the combustion cylinders are each further configured to operate selectively in one of a spark ignition mode and a compression ignition mode in which spark ignition is not employed; an electronic engine controller configured to allocate the combustion cylinders into a first group which is operated in the spark ignition mode, and a second group which is operated in the compression ignition mode, and where such allocation is dynamic such that the number of cylinders operating in each ignition mode is variable and changeable over time during operation of the internal combustion engine, and such that the internal combustion engine includes a plurality of engine operation modes at steady state, including at least an all spark mode where all cylinders are operating in the spark ignition mode, an all compression mode where all cylinders are operating in the compression ignition mode, and a mixed spark and compression mode where some of the cylinders are operating in the spark ignition mode and some of the cylinders are operating in the compression ignition mode; and a spark ignition aftertreatment system and a separate compression ignition aftertreatment system. 2. The engine of claim 1, where the spark ignition aftertreatment system includes a spark ignition exhaust manifold, and where the compression ignition aftertreatment system includes a compression ignition exhaust manifold. 3. The engine of claim 1, where the spark ignition aftertreatment system is thermally coupled with an aftertreatment device which is external to the spark ignition aftertreatment system so as to enable heat transfer from the spark ignition aftertreatment system to such external device. 4. The engine of claim 1, where the combustion cylinders are further configured to operate in a spark assist HCCI mode having an air-fuel ratio which is substantially higher than that employed in the spark ignition mode. 5. The engine of claim 1, where the engine is configured to use heat generated by cylinders operating in the spark ignition mode to facilitate compression ignition for cylinders operating in the compression ignition mode. 6. The engine of claim 1, where each combustion cylinder includes an exhaust valve mechanism, and where the state of each exhaust valve mechanism is dependent upon the combustion mode in which an associated combustion cylinder is operating. 7. An internal combustion engine, comprising: a gasoline fuel injection system; a plurality of combustion cylinders, each being configured to receive gasoline injections from the gasoline fuel injection system and combust a mixture of air and gasoline in one of a spark ignition mode and a sparkless homogeneous charge compression ignition (HCCI) mode; an exhaust valve mechanism associated with each of the combustion cylinders, where each exhaust valve mechanism is operable in one of two modes, dependent upon whether the associated combustion cylinder is being operated in the spark ignition mode or the sparkless HCCI mode, and the internal combustion engine is configured to operate in a dual combustion mode with at least one combustion cylinder operating in the spark ignition mode and with at least one combustion cylinder operating in the sparkless HCCI modes; where the engine is configured to dynamically vary the number of cylinders operating in each mode based on a state of an energy storage device configured to deliver torque in addition to or instead of that supplied by the engine. 8. The engine of claim 7, where the combustion cylinders are dynamically allocated between the spark ignition mode and the sparkless HCCI mode, such that the number of cylinders operating in each mode is variable and changeable over time during operation of the internal combustion engine. 9. The engine of claim 8, where the engine is configured to dynamically increase a number of cylinders operating in the spark ignition mode upon an increase in engine load. 10. The engine of claim 8, where the engine is configured to dynamically vary the number of cylinders operating in each mode based on a thermal state of an aftertreatment device of the engine. 11. The engine of claim 10, where the engine is configured to increase the number of cylinders operating in the spark ignition mode in response to a decrease in the temperature of the aftertreatment device. 12. The engine of claim 8, where the engine is configured to dynamically vary the number of cylinders operating in each mode based on a thermal state of air being supplied to one of the combustion cylinders. 13. The engine of claim 12, where the engine is configured to increase the number of cylinders operating in the spark ignition mode in response to a decrease in the temperature of the air being supplied to one of the combustion cylinders. 14. The engine of claim 7, including an electronic engine controller configured to control how many of the combustion cylinders are operated in the spark ignition mode and how many of the combustion cylinders are operated in the sparkless HCCI mode. 15. A method of operating an internal combustion engine, comprising: delivering gasoline fuel injections from a gasoline fuel injection system to a plurality of combustion cylinders; switching combustion modes for at least one of the combustion cylinders between a spark ignition mode and a sparkless homogeneous charge compression ignition (HCCI) mode; and selectively redirecting exhaust from one or more of the plurality of combustion cylinders from a first aftertreatment system to a second aftertreatment system that is separate from the first aftertreatment system; where one of the first aftertreatment system and the second aftertreatment system is configured to process exhaust from combustion cylinders operating in the spark ignition mode, and where the other one of the first aftertreatment system and the second aftertreatment system is configured to process exhaust from combustion cylinders operating in the sparkless HCCI mode. 16. A method of operating an internal combustion engine, comprising: operating the internal combustion engine in a first state, in which some combustion cylinders of the internal combustion engine are fueled with gasoline and operated in a spark ignition mode, with the remaining combustion cylinders being fueled by gasoline and operated in a sparkless compression ignition mode; after operating the internal combustion engine in the first state, operating the internal combustion engine in a second state, in which the ignition mode for at least one of the combustion cylinders is switched to an ignition mode that is different than that employed in the first state; and for the at least one of the combustion cylinders, varying aftertreatment employed for the at least one of the combustion cylinders upon changing from the first state to the second state; where one of the first state and the second state of the aftertreatment employed is configured to process exhaust from combustion cylinders operating in the spark ignition mode, and where the other one of the first state and the second state of the aftertreatment employed is configured to process exhaust from combustion cylinders operating in the sparkless compression ignition mode. 17. The method of claim 16, where varying the aftertreatment includes rerouting exhaust gas for the at least one of the combustion cylinders from a first exhaust manifold to a second exhaust manifold. 18. The method of claim 16, where varying aftertreatment for the at least one of the combustion cylinders includes selecting an aftertreatment system corresponding to the combustion mode that at least one of the combustion cylinders is being switched to. 19. The method of claim 16, further comprising operating the internal combustion engine in a third state after operating the internal combustion engine in the first and second states, where, in the third state, the number of combustion cylinders operating in the spark ignition mode differs from that in the first state and in the second state. 20. An internal combustion engine, comprising: a plurality of combustion cylinders each being configured to receive a mixture of air and gasoline and ignite such mixture in one of a spark ignition mode and a homogeneous charge compression ignition mode; a first aftertreatment system coupled with the combustion cylinders; a second aftertreatment system coupled with the combustion cylinders in parallel, relative to the first aftertreatment system; and an exhaust switching mechanism coupled between the combustion cylinders and the first and second aftertreatment systems and controllable to be in one of a first state and a second state; where varying the state of the exhaust switching mechanism between the first and second states varies how much exhaust flows into each of the first and second aftertreatment systems; where one of the first aftertreatment system and the second aftertreatment system is configured to process exhaust from combustion cylinders operating in the spark ignition mode, and where the other one of the first aftertreatment system and the second aftertreatment system employed is configured to process exhaust from combustion cylinders operating in the sparkless HCCI mode.
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