초록 ▼

Low emission high performance engines, multiple cylinder engines and operating methods based on compression ignition of a combustion chamber charge already containing at least some fuel and air. Air is injected into the combustion chamber after top dead center is reached to maintain combustion until

Low emission high performance engines, multiple cylinder engines and operating methods based on compression ignition of a combustion chamber charge already containing at least some fuel and air. Air is injected into the combustion chamber after top dead center is reached to maintain combustion until all fuel is consumed. Various modes of operation are disclosed.

대표청구항 ▼

What is claimed is: 1. A method of operating a piston engine comprising, for at least one cylinder: controlling at least one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting

What is claimed is: 1. A method of operating a piston engine comprising, for at least one cylinder: controlling at least one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting fuel into the engine cylinder during the compression stroke; and, injecting air into the cylinder after ignition and during combustion in an immediately following power stroke. 2. The method of claim 1 further comprising injecting air into the cylinder during the compression stroke. 3. A method of operating a piston engine comprising, for at least one cylinder: controlling at least one exhaust valve to trap exhaust gases in the cylinder for compression during the compression stroke so that a fuel in the cylinder will he ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting fuel into the engine cylinder during the compression stroke; injecting air into the cylinder during the compression stroke in an amount limited to limit the combustion temperatures on ignition to below the temperatures for formation of NOx; injecting air into the cylinder after ignition and during combustion in an immediately following power stroke. 4. A method of operating a piston engine comprising, for at least one cylinder: controlling at one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting fuel into the engine cylinder during the compression stroke; and, injecting air into the cylinder after ignition and during combustion in an immediately following power stroke; wherein the fuel injected into the cylinder during the compression stroke comprises all the fuel that will be injected during the compression stroke and the following power stroke, the temperature reached after ignition being controllably limited by limiting the amount of oxygen in the cylinder on initial ignition to limit the combustion temperatures on ignition to below the temperatures for formation of NOx. 5. The method of claim 4 wherein the amount of oxygen in the cylinder is controlled by injecting a controlled amount of air into the cylinder during the compression stroke. 6. The method of claim 4 wherein the amount of oxygen in the cylinder is controlled by controlling the opening of at least one intake valve. 7. The method of claim 4 wherein controlling at least one engine valve comprises controlling at least one exhaust valve. 8. The method of claim 4 wherein the compression stroke is followed by the power stroke, followed by repeat of the method in subsequent compression and power strokes, the cylinder thereby operating as a 2-cycle cylinder. 9. The method of claim 8 wherein the amount of oxygen in the cylinder is controlled by injecting a controlled amount of air into the cylinder during the compression stroke. 10. The method of claim 8 wherein the amount of oxygen in the cylinder is controlled, at least in part, by controlling the opening of at least one intake valve. 11. The method of claim 8 wherein controlling at least one engine valve so that a fuel being used will be ignited when the piston reaches or is near top dead center during a compression stroke further comprises making adjustments in the control, cycle to cycle, based on what occurred during a previous cycle. 12. The method of claim 11 further comprised of sensing cylinder pressure as an indication of temperature within the cylinder. 13. A method of operating a piston engine comprising, for at least one cylinder in a camless engine; controlling at least one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting fuel into the engine cylinder during the compression stroke; and, injecting air into the cylinder after ignition and during combustion in an immediately following power stroke. 14. A method of operating a piston engine comprising, for at least one cylinder: controlling at least one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center during a compression stroke; injecting fuel into the engine cylinder during the compression stroke; and, sensing cylinder pressure as an indication of ignition; injecting air into the cylinder after ignition and during combustion in an immediately following power stroke. 15. The method of claim 1 further comprised of compressing air for injection into the cylinder using at least one other cylinder of the same engine. 16. The method of claim 1 wherein injecting fuel into an engine cylinder during the compression stroke comprises a pilot injection, and wherein additional fuel is injected into the cylinder when or after the piston reaches top dead center at the end of the compression stroke. 17. The method of claim 2 comprising injecting air into the cylinder during the compression stroke, first from a lower pressure air source and then from a higher pressure air source. 18. The method of claim 1 wherein the fuel injected into the cylinder during the compression stroke comprises all the fuel that will be injected during the compression stroke and a following power stroke, the temperature reached after ignition being controllably limited by limiting the amount of oxygen in the cylinder on initial ignition by limiting the excess air injected during the prior power stroke and the amount of exhaust gas trapped in the cylinder during the compression stroke by control of the at least one engine valve. 19. The method of claim 1 wherein the fuel is a liquid fuel. 20. The method of claim 1 wherein the fuel is a gaseous fuel. 21. A method of operating a piston engine comprising, in a camless engine: at or near the end of a power stroke, opening and then closing the exhaust valve of a combustion cylinder to trap a predetermined amount of exhaust gas in the combustion cylinder; injecting fuel into the combustion chamber during the following compression stroke soon after the exhaust valve is closed; injecting air into the combustion cylinder as the piston approaches top dead center and before compression ignition; the amount of exhaust gas trapped in the combustion cylinder and the amount of air injected as the piston approaches top dead center being controlled to obtain compression ignition at or near top dead center without reaching NOx formation temperatures in the combustion cylinder; and, injecting air into the combustion cylinder after ignition and after the piston has passed top dead center to sustain combustion without reaching NOx formation temperatures and without injection of more fuel. 22. The method of claim 21 wherein injecting air into the combustion cylinder as the piston approaches top dead center comprises injecting air into the combustion cylinder after the injection of fuel terminates. 23. The method of claim 21 wherein the amount of air injected into the combustion cylinder as the piston approaches top dead center comprises 5% to 15% of the total air injected. 24. The method of claim 23 wherein the total amount of air injected comprises more than the stoichiometric amount for complete combustion of the injected fuel. 25. The method of claim 21 wherein the piston engine is a multi-cylinder engine and at least one cylinder is used to provide pressurized air. 26. A method of operating a piston engine comprising: at or near the end of a power stroke, opening and then closing the exhaust valve of a combustion cylinder to trap a predetermined amount of exhaust gas in the combustion cylinder; injecting fuel into the combustion chamber during the following compression stroke soon after the exhaust valve is closed; injecting air into the combustion cylinder after ignition and after the piston has passed top dead center to sustain combustion also without reaching NOx formation temperatures during the power stroke and without injecting more fuel; and, the amount of exhaust gas trapped in the combustion cylinder and the amount of air injected into the combustion cylinder after ignition and after the piston has passed top dead center being in excess of the stoichiometric ratio by a controlled amount to provide residual oxygen in the trapped exhaust gas to obtain compression ignition at or near top dead center of the next compression stroke, also without reaching NOx formation temperatures in the combustion cylinder. 27. The method of claim 26 wherein the piston engine is a multi-cylinder engine and at least one cylinder is used to provide pressurized air. 28. A method of operating a piston engine comprising: at or near the end of a power stroke, opening and then closing the exhaust valve of a combustion cylinder to trap a predetermined amount of exhaust gas in the combustion cylinder; injecting fuel into the combustion chamber during the following compression stroke soon after the exhaust valve is closed, the amount of fuel injected being the total amount of fuel to be injected during the compression stroke and the following power stroke; injecting air into the combustion cylinder as the piston approaches top dead center and before compression ignition; the amount of exhaust gas trapped in the combustion cylinder and the amount of air injected as the piston approaches top dead center being controlled to obtain compression ignition at or near top dead center without reaching NOx formation temperatures in the combustion cylinder; and, injecting air into the combustion cylinder after ignition and after the piston has passed top dead center to sustain combustion without reaching NOx formation temperatures. 29. A method of operating a piston engine comprising, in a camless engine: at or near the end of a power stroke, opening and then closing the exhaust valve of a combustion cylinder to trap a predetermined amount of exhaust gas in the combustion cylinder; injecting fuel into the combustion chamber during the following compression stroke soon after the exhaust valve is closed; injecting air into the combustion cylinder before compression ignition; the amount of exhaust gas trapped in the combustion cylinder and the amount of air injected as the piston approaches top dead center being controlled to obtain compression ignition at or near top dead center without reaching NOx formation temperatures in the combustion cylinder; and, without injecting additional fuel into the combustion chamber after the piston reaches top dead center, injecting air into the combustion cylinder after ignition and after the piston has passed top dead center to sustain combustion without reaching NOx formation temperatures. 30. A method of operating a multiple cylinder piston engine comprising: for at least a first cylinder of a camless engine; operating the first cylinder as an air compressor and controlling the quantity of air compressed and the pressure of the compression by control of at least one intake valve of the first cylinder; for at least a second cylinder of a camless engine, the second cylinder having at least a compression stroke and an immediately following power stroke; controlling at least one engine valve for the second cylinder so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center of a compression stroke; injecting fuel into the second cylinder during the compression stroke; and, injecting air compressed by the first cylinder into the second cylinder after ignition and during combustion in the immediately following power stroke. 31. The method of claim 30 wherein adjusting the control comprises adjusting the control to accommodate different and changing fuels. 32. The method of claim 30 wherein compressed air from the first cylinder is directly coupled to the second cylinder. 33. The method of claim 30 wherein a compressed air storage tank is coupled between the first cylinder and the second cylinder. 34. The method of claim 33 wherein the compressed air storage tank can be controllably coupled to and decoupled from the first and second cylinders. 35. The method of claim 30 wherein injecting fuel into the second cylinder during the compression stroke comprises a pilot injection, and wherein additional fuel is injected into the second cylinder when or after the piston reaches top dead center near the end of the compression stroke. 36. The method of claim 30 further comprising injecting air into the second cylinder during the compression stroke. 37. The method of claim 36 wherein the first cylinder provides low pressure air and high pressure air, the injecting air into the second cylinder during the compression stroke comprising first injecting the low pressure air and then the high pressure air. 38. The method of claim 30 wherein the controlling at least one engine valve for the second cylinder comprises controlling at least one exhaust valve for the second cylinder to trap exhaust gases in the cylinder for compression during the compression stroke of the second cylinder. 39. The method of claim 38 further comprising injecting air into the second cylinder during the compression stroke. 40. The method of claim 30 wherein the fuel injected into the second cylinder during the compression stroke of the second cylinder comprises all the fuel that will be injected during the compression stroke and a following power stroke of the second cylinder, the temperature reached after ignition being controllably limited by limiting the amount of oxygen in the cylinder on initial ignition. 41. The method of claim 40 wherein the amount of oxygen in the second cylinder is controlled by injecting a controlled amount of air into the second cylinder during the compression stroke of the second cylinder. 42. The method of claim 40 wherein the amount of oxygen in the second cylinder is controlled by controlling the opening of at least one intake valve of the second cylinder. 43. The method of claim 40 wherein controlling at least one engine valve of the second cylinder comprises controlling at least one exhaust valve of the second cylinder. 44. The method of claim 40 wherein the compression stroke is followed by the power stroke, followed by subsequent compression and power strokes, the second cylinder thereby operating as a 2-cycle cylinder. 45. The method of claim 44 wherein the amount of oxygen in the second cylinder is controlled by injecting a controlled amount of air into the second cylinder during the compression stroke of the second cylinder. 46. The method of claim 44 wherein the amount of oxygen in the second cylinder is controlled, at least in part, by controlling the opening of at least one intake valve in the second cylinder. 47. The method of claim 44 wherein controlling at least one engine valve in the second cylinder so that a fuel being used will be ignited when the piston reaches or is near top dead center during a compression stroke of the second cylinder further comprises making adjustments in the control, cycle to cycle, based what occurred during a previous cycle. 48. The method of claim 47 further comprised of using pressure in the second cylinder as an indication of temperature within the cylinder. 49. The method of claim 30 wherein in the second cylinder, a compression stroke followed by a power stroke, is followed by an exhaust stroke and an intake stroke, the second cylinder thereby operating as 4-cycle cylinder. 50. The method of claim 30 wherein in the second cylinder, a first compression stroke followed by a first power stroke is then followed by a second compression stroke and a second power stroke, the temperature in the second cylinder resulting from the second compression stoke being controlled by control of at least one engine valve in the second cylinder between the first power stroke and the second compression stroke to obtain ignition of residual hydrocarbons in the cylinder at or near top dead center after the second compression stroke. 51. The method of claim 50 wherein the temperature in the second cylinder resulting from the second compression stoke is controlled by control of at least one intake valve in the second cylinder. 52. The method of claim 50 wherein the temperature in the second cylinder resulting from the second compression stoke is controlled by control of at least one exhaust valve in the second cylinder. 53. The method of claim 30 further comprising sensing cylinder pressure as an indication of ignition. 54. A method of operating a piston engine comprising, for at least one cylinder: a) controlling at least one engine valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center of a compression stroke; b) injecting fuel and not air into the engine cylinder during the compression stroke before ignition; c) injecting air and not fuel into the cylinder during combustion in the first power stroke after the ignition of b), the amount of air injected being controlled to provide a controlled amount of air in excess of the air required for combustion of the fuel injected during the compression stroke of b), the amount of air in excess of the air required for combustion of the fuel injected during the compression stroke being controlled so that the temperature reached in ignition when the piston reaches or is near top dead center of the next compression stroke is below the temperatures at which NOx is formed, the rate and timing of the air injection being controlled to also maintain combustion temperatures below combustion temperatures at which NOx is formed; and, d) repeating a) through c). 55. The method of claim 54 wherein the at least one engine valve is at least one engine exhaust valve. 56. The method of claim 54 wherein the amount of air injected in c) is controlled to provide a controlled amount of air in excess of the air required for combustion of the fuel injected during the compression stroke of b), together with the control of the at least one engine valve of a), to trap part of the exhaust gas to provide the air for the ignition in a). 57. The method of claim 54 wherein the fuel is a liquid fuel. 58. The method of claim 54 wherein the fuel is a gaseous fuel. 59. A method of operating a piston engine comprising, for at least one cylinder of a camless engine: a) controlling at least one engine exhaust valve so that a fuel in the cylinder will be ignited by compression ignition when the piston reaches or is near top dead center of a compression stroke; b) injecting fuel and not air into the engine cylinder during the compression stroke before ignition; and, c) injecting air and not fuel into the cylinder during combustion in the first power stroke after the ignition of b), the amount of air injected being controlled to provide a controlled amount of air in excess of the air required for combustion of the fuel injected during the compression stroke of b), the amount of air in excess of the air required for combustion of the fuel injected during the compression stroke being controlled so that the temperature reached in ignition when the piston reaches or is near top dead center of the next compression stroke is below the temperatures at which NOx is formed, the rate and timing of the air injection being controlled to also maintain combustion temperatures below combustion temperatures at which NOx is formed; d) the amount of air injected in c) being controlled to provide a controlled amount of air in excess of the air required for combustion of the fuel injected during the compression stroke of b), together with the control of the at least one engine exhaust valve of a), to trap part of the exhaust gas to provide the air for the ignition of a); e) repeating a) through d). 60. The method of claim 59 wherein the fuel is a liquid fuel. 61. The method of claim 59 wherein the fuel is a gaseous fuel.