초록 ▼

A system and method are disclosed for fabricating and running an engine in two modes. The first mode is an efficiency mode having a high compression ratio and efficiency for low to medium loads. The second mode is a power mode having high power density for higher loads. The system may use a lean mix

A system and method are disclosed for fabricating and running an engine in two modes. The first mode is an efficiency mode having a high compression ratio and efficiency for low to medium loads. The second mode is a power mode having high power density for higher loads. The system may use a lean mixture in the efficiency mode, which mixture is made richer for more power in the power mode. The system may also use ignition timing to allow the efficiency mode and the high power mode to be at the same mixture.

대표청구항 ▼

1. A method comprising: running an internal combustion engine in an efficient mode to provide power for a first engine load on the internal combustion engine, the efficient mode comprising providing a first air/fuel mixture that is lean and a first ignition timing that is approximately at a maximum

1. A method comprising: running an internal combustion engine in an efficient mode to provide power for a first engine load on the internal combustion engine, the efficient mode comprising providing a first air/fuel mixture that is lean and a first ignition timing that is approximately at a maximum brake torque timing; andtransitioning from the efficient mode to a power mode to provide power for a second engine load that is larger than the first engine load and also larger than a maximum load achievable can be provided in the efficient mode with the internal combustion engine operating under a wide open throttle (WOT) condition, the power mode comprising providing a second air/fuel ratio that is less lean than the first air/fuel mixture and a second ignition timing that is retarded relative to the maximum brake torque timing. 2. The method of claim 1, further comprising inducting the air/fuel mixture into the combustion chamber in a controlled and turbulent manner, the turbulent manner increasing burn rate of the air/fuel mixture such that a compression ratio of approximately 15:1 is achievable and stable combustion is supported for lean air/fuel mixtures. 3. The method of claim 1, further comprising: maintaining all internal surfaces of a combustion chamber of the internal combustion engine at a temperature of between 200° C. and 400° C. 4. The method of claim 1, further comprising optimizing at least one of: i. air/fuel ratio, ii. a turbulence of the air fuel mixture in the combustion chamber, iii. ignition timing, iv. and combustion chamber wall temperature. 5. The method of claim 1, further comprising operating the internal combustion engine with a compression ratio of approximately 15:1 for an 87 octane gasoline. 6. The method of claim 1, wherein the transitioning from the efficient mode to the power mode occurs at approximately 6 bar BMEP. 7. The method of claim 1, wherein the first air/fuel ratio comprises approximately 1.5 times stoichiometric in the efficient mode and the transitioning comprises approaching the second air/fuel ration that comprises to stoichiometric or slightly rich in the power mode. 8. The method of claim 1, further comprising retarding timing of a combustion ignition spark to be later than maximum brake torque timing to prevent knocking in the power mode. 9. The method of claim 1, further comprising determining when to transition from the efficient mode to the power mode by a processor. 10. The method of claim 1, further comprising determining when to switch from the efficient mode to the power mode mechanically. 11. A method of fabricating an internal combustion engine, comprising the steps of: (a) configuring the engine to run in an efficient mode where compression ratio of the engine is determined by one or more of the following steps during the efficient mode: i. setting the air/fuel mixture to be a lean mixture at wide open throttle;ii. inducting the air/fuel mixture into the combustion chamber in a turbulence inducing manner;iii. maintaining a temperature of all walls defining the combustion chamber to a temperature not exceeding a temperature of a piston crown of a piston reciprocating within the engine;iv. acceptable levels of knock; andv. drive cycle performance; and(b) configuring the engine to run in a power mode in which more power is delivered than in the efficient mode with the engine operating at wide open throttle, a transition from the efficient mode to the power mode being accomplished by changing the air/fuel ratio to a more rich mixture than the lean mixture and retarding timing of a combustion ignition spark. 12. The method of claim 11, wherein the lean mixture has an air/fuel ratio of approximately 1.5 times stoichiometric. 13. The method of claim 11, wherein the temperature is less than approximately 400° C. 14. The method of claim 11, wherein the maintaining the temperature of all walls comprises preventing localized hot spots at an inlet valve through which the mixture enters the combustion chamber and at an exhaust valve through which the mixture exits the combustion chamber. 15. The method of claim 11, wherein the compression ratio of the engine is determined to be 15:1 for an 87 octane gasoline in the efficient mode. 16. The method of claim 15, wherein an effective expansion ratio of the engine is determined to be 12:1 for an 87 octane gasoline in the power mode. 17. The method of claim 11, wherein combustion of the air/fuel mixture is substantially completed at 15 crank angle degrees past TDC during a power expansion stroke of the engine in the efficient cycle. 18. The method of claim 17, wherein combustion of the air/fuel mixture is completed at 25 crank angle degrees past TDC during a power expansion stroke of the engine in the power cycle. 19. An internal combustion engine, comprising: a combustion chamber at least partially defined by wall of a cylinder and having one or more internal surfaces;at least one piston moving within the cylinder; andone or more control devices that cause the internal combustion engine to run in an efficient mode to provide power for a first engine load on the internal combustion engine, the efficient mode comprising providing a first air/fuel mixture that is lean and a first ignition timing that is approximately at a maximum brake torque timing, the one or more control devices causing the internal combustion engine to transition from the efficient mode to a power mode to provide power for a second engine load that is larger than the first engine load and and also larger than a maximum load achievable can be provided in the efficient mode with the internal combustion engine operating under a wide open throttle (WOT) condition, the power mode comprising providing a second air/fuel ratio that is less lean than the first air/fuel mixture and a second ignition timing that is retarded relative to the maximum brake torque timing.