Reverse stratified, ignition controlled, emissions best timing lean burn engine

Claim 2

In an internal combustion, IC, engine including means for forming at least one combustion chamber, means for forming an air-fuel mixture therein, means for cyclically igniting said mixture, the latter means including at least one igniter element in contact with the chamber's air-fuel mixture contents, and means for cyclically energizing said igniter element, the improvement comprising: means for forming a local air-fuel mixture adjacent said igniting element that is lean of fuel relative to the average air-fuel mixture ratio is said chamber to produce a reverse stratified lean-to-rich stratification with reference to said igniting element in at least one operating condition of the engine.

Claim 3

The internal combustion engine of claim 1 wherein said local fuel mixture forming means comprise: means defining an essentially upper-half-clam-shell region within said chamber formed cyclically as the piston moves toward the chamber wall in a compression stroke essentially at the time of spark ignition of said igniter element, the igniter element being located within said region, said region being characterized by air-fuel mixture in said combustion chamber being squeezed inward and upwards towards a central portion within said clam-shell region wherein is located the spark firing end of said igniter element.

Claim 4

The engine of claim 2 wherein an essentially convex portion of a surface region of said piston and an essentially concave portion of a region of a wall of said chamber, said piston and chamber wall regions being in essentially confronting relation during the compression stroke, form said means defining an essentially upper-half-claim-shell combustion chamber region, whereby the air-fuel mixture in the combustion chamber is squeezed inward and towards a central region within the chamber wall.

Claim 5

The engine of claim 3 wherein said chamber comprises a cylinder with a head portion containing said igniter element and said concave chamber wall region is within said portion, said piston comprising a reciprocating member movable within said cylinder toward the head portion and igniter element during the compression stroke.

Claim 6

The engine as defined in claim 4 wherein said upper-half-clam-shell combustion chamber defined at TDC has a height at the rim of the chamber which is at least one half the maximum height which occurs near the center of the chamber near the shell edge of an essentially centrally located spark plug, said chamber shape producing radial squish near TDC.

Claim 7

The internal combustion engine of claim 1 with a cranking piston drive system and cyclic ignition with means to adjust ignition timing in response to manifold pressure and cyclic speed of the engine as a whole and further comprising: means for controlling said air-fuel mixture and timing (i) by holding the overall air-fuel ratio and timing in a first preselected range of engine speed and manifold pressure in essentially linear relations to speed, and (ii) by holding the overall air-fuel ratio and timing essentially constant outside the preselected range.

Claim 8

An engine as defined in claim 6 wherein the said first preselected range comprises approximately 1200 to 3000 RPM.

Claim 9

An engine as defined in claim 7, wherein said selected manifold absolute pressure range, over which said ignition timing is approximately linearly depended on engine speed, is approximately between 0.2 and 0.75 atmospheres.

Claim 10

An engine as defined in claim 8 wherein said variation in air-fuel ratio, AFR, is from approximately 18:1 to 24:1 over said speed range such that said ignition timing advances approximately linearly with engine speed due to the speed related AFR variation.

Claim 11

The engine as defined in claim 9 wherein said range of timing advance is approximately 20 degrees crank angle.

Claim 12

The engine as defined in claim 9 wherein said AFR range above said upper MAP value of approximately 0.75 atmospheres changes such that AFR enrichment occurs to a new AFR range of between approximately 15:1 and 20:1 at maximum MAP value of approximately one atmosphere.

Claim 13

An internal combustion, IC, engine as defined in any of claims 1, 4 or 7, including spark ignition means of very high power high energy, which is integrated in a combustion chamber of said engine and wherein said ignition is of the voltage doubling type, with coil turns ratio N of approximately 60 for an input voltage of approximately 350 volts, with spark currents in the range of one amp to ten amps.

Claim 14

The system as defined in claim 12 wherein said ignition produces gate-operated multiple spark pulses per ignition firing to ignite a large volume of mixture.

Claim 15

The system as defined in claim 13 wherein spark plugs of said ignition have an essentially toroidal spark gap of gap size between 0.06" and 0.25".

Claim 16

The system as defined in claim 14 wherein tip of center electrode of spark plug and piston are shaped and oriented to produce a piston-spark-gap at top-dead-center, TDC, which is less than the fixed toroidal gap.

Claim 17

The system as defined in claim 14 wherein high voltage center electrode employs a thin edge of thickness about 1/32" oriented relative to the corner of the spark plug shell edge such that the high voltage breakdown fields point from the corner edge of said thin edge to the corner of the shell edge to reduce the breakdown field.

Claim 18

The engine as defined in claim 13 wherein reverse stratification is used under highly dilute mixture conditions for NOx control and is achieved by using fuel injectors which are fired synchronous with the end of the gated spark pulsing period for normal operating conditions of said IC engine, other than cranking and wide-open-throttle, WOT, and other conditions where more normal rich-to-lean, stratification is of advantage.

Claim 19

The engine as defined in claim 17 wherein said engine is a four cylinder engine with ignition firing order 1,3,4,2 and wherein cylinder #4 fuel injector is fired synchronous with the end of ignition gate of cylinder #1, the remaining injectors being fired in the firing order 2,1,3.

Claim 20

The system as defined in claim 18 wherein the ignition gate under normal operating engine conditions, cruise conditions, is approximately 45 crank angle degrees, 25% of the time between firing for a four cylinder engine.

Claim 21

The engine as defined in claim 19 wherein the gate during at least one of starting and during running at low coolant temperatures is approximately 40%, to produce more homogeneous and less reverse stratification for easy starting and improved cold running.

Claim 22

An internal combustion engine as defined in claim 12 wherein discontinuous AFR transition between very lean and stoichiometric operation is employed to provide high level of acceleration not possible by maintaining lean AFR.

Claim 23

An IC engine as defined in claim 21 wherein emissions best timing, is employed both to minimize NOx emissions during normal operation of said IC engine and to reduce the change in power during the upper discontinuous lean/stoichiometric, AFR transition used for hard accelerations, wherein for said AFR transition, at the time of transition, timing is near MBT at the lean side of the boundary and timing is substantially retarded from MBT at the stoichiometric side of the boundary, said retarded timing being rapidly advanced once the transition is made to just retarded of MBT, approximately 5 degrees retarded of MBT.

Claim 24

An engine as defined in claim 12 constructed and arranged to have a higher than normal residual at low and intermediate MAP values, of about 15% residual, and a lower than normal of about 5% residual, at MAP values above approximately 0.75, the engine being operated under lean AFR conditions of greater than 18 to 1 AFR for at least one engine operating condition.

Claim 25

The engine as defined in claim 23 constructed and arranged so that the exhaust valve closes at approximately 25 degrees after TDC, ATDC, to increase the residual and wherein the exhaust valve opens at approximately 30 degrees before bottom-dead-center, BBDC, and the intake valve closes at approximately 50 degrees after bottom-dead-center, ABDC for higher low-end torque.

Claim 26

The engine of claim 23 wherein variable valve timing is employed to achieve the said variable residual in response to manifold absolute pressure, MAP.

Claim 27

The engine of claim 25 wherein said variable valve timing produces later exhaust valve closure at low to moderate MAP, MAP below approximately 0.75, and earlier exhaust valve closure at higher MAP values, MAP above approximately 0.75, to provide higher low-end torque so as to be able to maintain very lean, over 18 to one, air-fuel ratio for most accelerations over a typical drive cycle.

Claim 28

The engine as defined in claim 1 wherein under normal engine operating conditions excluding starting and WOT the fuel is injected to enter the cylinder after the intake valve opening and fuel injection is terminated before the closing of the intake valve to produce inverse mixture stratification.

Claim 29

An internal combustion engine as defined in claim 1 wherein sufficient reverse stratification is employed such that under normal engine operating conditions the average air-fuel ratio, AFR, is between approximately 18:1 and 23:1 to one to simultaneously provide low NOx levels and sufficient high low-end torque below the MAP value where power enrichment is employed, under around 0.8 MAP, to ensure that under most typical drive cycle accelerations as defined by the majority of the emissions drive cycles, lean AFR is maintained for the majority of the accelerations encountered.

Claim 30

In an internal combustion engine including means for forming at least one combustion chamber, means for forming an air-fuel mixture therein, means for cyclically igniting said mixture, the latter means including at least one igniter element in contact with the chamber's air-fuel mixture contents, and means for cyclically energizing said igniter element, the improvement comprising: means defining an essentially upper-half-clam-shell region within said chamber formed cyclically as the piston moves toward the chamber wall in a compression stroke essentially at the time of spark ignition of said igniter element, the igniter element being located within said region, said region being characterized by air-fuel mixture in said combustion chamber being squeezed inward and upwards towards a central portion within said clam-shell region wherein is located the spark firing end of said igniter element, such that under at least one operating condition of the engine the mixture is lean-to-rich, or reverse, stratified with respect to said igniter element.

Claim 31

In an internal combustion engine including means for forming at least one combustion chamber, means for forming an air-fuel mixture therein, means for cyclically igniting said mixture, the latter means including at least one igniter element in contact with the chamber's air-fuel mixture contents, and means for cyclically energizing said igniter element, the improvement comprising: means defining an essentially upper-half-clam-shell region within said chamber formed cyclically as the piston moves toward the chamber wall in a compression stroke essentially at the time of spark ignition of said igniter element, the igniter element being located within said region, said region being characterized by air-fuel mixture in said combustion chamber being squeezed inward and upwards towards a central portion within said clam-shell region wherein is located the spark firing end of said igniter element, such that under at least one operating condition of the engine the mixture is lean-to-rich, or reverse, stratified with respect to said igniter element.

Claim 32

An internal combustion engine comprising, in combination, (a) means defining at least one combustion chamber, (b) means defining a cranking piston drive system with a piston element movable within said chamber and related to said chamber for effecting cyclic compression/expansion cycles of relative movement, including movement of a piston element surface toward the chamber wall to compress gas contents of the chamber and power expansion of said chamber driving the piston element and the piston drive system as a whole, (c) means for admitting an air-fuel mixture to said chamber, (d) means for cyclically igniting said mixture with cyclic ignition timing in relation to piston movement to effect said power expansion, and ultimately through the piston drive system, said compression, including means to automatically adjust ignition timing in response to manifold pressure and cyclic speed of the engine as a whole, (e) means for controlling said air-fuel mixture and timing (i) by holding the overall air-fuel ratio and timing in a first preselected range of engine speed and manifold pressure in essentially linear relations to speed, and (ii) by holding the overall air-fuel ratio and timing essentially constant outside the preselected range.

Claim 33

An internal combustion engine comprising, in combination, (a) means defining at least one combustion chamber, (b) means defining a cranking piston drive system with a piston element movable within said chamber and related to said chamber for effecting cyclic compression/expansion cycles of relative movement, including movement of a piston element surface toward the chamber wall to compress gas contents of the chamber and power expansion of said chamber driving the piston element and the piston drive system as a whole, (c) means for admitting an air-fuel mixture to said chamber, (d) means for cyclically igniting said mixture with cyclic ignition timing in relation to piston movement to effect said power expansion, and ultimately through the piston drive system, said compression, including means to automatically adjust ignition timing in response to manifold pressure and cyclic speed of the engine as a whole, (e) means for controlling said air-fuel mixture and timing (i) by holding the overall air-fuel ratio and timing in a first preselected range of engine speed and manifold pressure in essentially linear relations to speed, and (ii) by holding the overall air-fuel ratio and timing essentially constant outside the preselected range.