186 results about "Diesel combustion" patented technology

An engine (10, 100) utilizes “regular EGR cooling” when operating in HCCI mode within a low load range and “enhanced EGR cooling” that allows the engine to continue to operate in HCCI mode when engine load increases beyond the low load range. When engine load increases to a high load range, the combustion mode changes over to conventional diesel combustion, and exhaust gas recirculation reverts to “regular EGR cooling”. In a first embodiment, cooling is provided by two heat exchangers, one being a regular EGR cooler always used when cooling is needed and the other, an enhancing EGR cooler that is selectively used. In a second embodiment, cooling is also provided by two heat exchangers, one being an EGR cooler through which liquid coolant always flows when cooling is needed, and the other being a radiator used selectively to cool the liquid coolant before it enters the EGR cooler.

The present invention discloses an air-intake alcohol-spraying device of desel engine and its spray control method. Said device is mainly formed from nozzle mounted in the air inlet tube of engine ornozzle mounted in the inlet channel of every cylinder, electric control unit for driving nozzle to open or close it and various sensors of engine load, rotating speed, cam shaft position and cooling water temp. for transferring information to electric control unit. Said invention can substituted diesel oil by partial alcohol fuel, so that the carbon smoke discharge can be reduced by 40%, at the same time the discharge of NOx also can be reduced by above 30%.

An engine (10) utilizes “regular EGR cooling” when operating in HCCI mode at loads within a low load range (56, 58, 60) and “enhanced EGR cooling” that allows the engine to continue to operate in HCCI mode when engine load increases beyond loads in the low load range (64, 66, 68). When engine load increases further to a point where it enters a high load range, the combustion mode changes over to conventional diesel combustion, and exhaust gas recirculation reverts to “regular EGR cooling” (70, 72, 74).

The invention relates to a method for operating a hybrid vehicle with a drive train which comprises an internal combustion engine driven by diesel fuel and at least one electric driving machine. In order to reduce the nitrogen oxide and exhaust particulate emissions it is provided that the internal combustion engine is operated with an alternative diesel combustion method in at least one operating range of the vehicle and the electric driving machine is switched in.

A burner (18) is provided for use in a diesel exhaust gas treatment system (10) to treat an exhaust flow (12) from a diesel combustion process (14). The burner (18) includes an inner housing (34) defining a combustion flow path (40) to direct a first portion of the exhaust flow (12) through an ignition zone (42) wherein fuel is ignited, an outer housing (32) surrounding the inner housing (34) to define an annular bypass flow path (44) between the inner and outer housings (34, 32) to bypass a second portion of the exhaust flow (12) around the ignition zone (42), and a mixer (48) including a plurality of flow restrictor fingers (50) that extend across the bypass flow path (44) to restrict an available flow area of the bypass flow path (44), and a plurality of mixer fingers (52) having portions that extend inwardly from a location downstream from the inner housing (34).

This invention sets forth a commercially viable diesel combustion system that meets environmentally acceptable levels of NOx emissions (i.e. 0.2 g/bhp-hr or lower across a full map of engine speeds and loads) without the need for use of NOx aftertreatments, and simultaneously maintains engine-out PM emissions relatively close (e.g. with smoke levels at or below 3 BSN) to environmentally acceptable PM post-aftertreatment levels. The invention achieves these results by operating within a unique combination of parameters. These parameters comprise: (1) charge-air oxygen concentration below 16%, preferably between 10% and 15%, more preferably between 11% and 14%, and most preferably between 12% and 13.5% for virtually all engine operating conditions (but not necessarily at no-load or low load conditions), (2) fuel injection pressures at or exceeding 1800 bar, preferably exceeding 2100 bar, more preferably exceeding 2300 bar, and most preferably exceeding 2500 bar, at most engine speeds and loads, and (3) charge-air mass/fuel mass ratio between 25:1 and 45:1 for medium and high loads. Furthermore, the system is preferably run continuously slightly lean of stoichiometry, providing just enough excess oxygen to facilitate completeness of combustion and to maintain an exhaust oxygen level sufficient for continuous trap regeneration at a balance point in operation.

A method and device for reducing fuel consumption of a diesel engine by catalytic decomposition of oxygen-containing fuel belong to the technical field of diesel engine combustion energy saving and emission reduction. In the present invention, the oxygen-containing fuel is fed into the catalytic reactor installed in the exhaust channel of the diesel engine, and the catalytic reactor is heated by the waste heat of the tail gas discharged from the combustion chamber, so that the oxygen-containing fuel is catalytically decomposed, and the generated hydrogen-rich and carbon monoxide-rich The decomposed gas enters the intake port, mixes with air, and enters the combustion chamber. At the same time, the emulsified oil is sprayed from the nozzle. The atomized emulsified oil evaporates, mixes, ignites and burns in the combustion chamber, and pushes the piston to do work. The system of the present invention makes full use of the waste heat of the exhaust gas of the diesel engine, and can realize the catalytic decomposition of the oxygen-containing fuel without providing energy from the outside. At the same time, combined with the use of emulsified oil, the comprehensive fuel saving rate of the diesel engine can reach 10-15%, and can be greatly improved. Reduce the emission of pollutants such as nitrogen compounds and soot, so as to achieve the purpose of energy saving and emission reduction.

A compression ignition engine (20) has a control system (26) for processing data, one or more combustion chambers (22), and fuel injectors (24) for injecting fuel into the combustion chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load, to select one of two fueling modes (HCCI, HCCI-CD) for operating the engine. When the result of the processing selects the HCCI mode, the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion within the combustion chambers. When the result of the processing selects the HCCI-CD mode, the engine is fueled to create a substantially homogeneous combustible charge within each combustion chamber that is compressed to auto-ignition, and after auto-ignition, more fuel is injected to provide additional combustion in the manner of the conventional diesel combustion.

A diesel engine (10) operates by alternative diesel combustion. Formation of fuel and charge air mixtures is controlled by processing a particular set of values for certain input data according to a predictor algorithm model (50) to develop data values for predicted time of auto-ignition and resulting torque, and also develop data values for control of fuel and air that will produce the predicted time of auto-ignition and resulting torque. The data values developed by the predictor algorithm and data values for at least some of the input data are processed according to a control algorithm (52) that compensates for any disturbance introduced into any of the data values for at least some of the input data being processed by the control algorithm. This causes the systems to be controlled by compensated data values that produce predicted time of auto-ignition and resulting torque in the presence of any such disturbance.

A diesel engine system (10) includes a diesel combustion engine (12), an exhaust gas driven turbine (14), an exhaust gas recirculation loop (16), an intake gas compressor (18), a corrosion resistant charge air cooler (CAC) (20), and a diesel particulate filter (DPF) (22). The intake gas flow path (50) in the charge air cooler (20) is defined by a multi-layer material (64, 68) having an inner surface that is wetted by the intake gas flow (30). The multi-layer material (64, 68) has a core layer (80) of corrosion resistant aluminum and at least one layer (82) of high purity aluminum.

The present invention relates to a method for detecting particles and a particle sensor arrangement. More specifically, the present invention relates to a method and arrangement for detecting particles in a gas flow, e.g. from a diesel combustion engine. The method comprises the steps of; forcing a particle build up on a sensor element of a particle sensor arrangement by regulating the sensor element to a second temperature; wherein the second temperature is lower than a first temperature, the first temperature being the gas flow temperature. Additionally is the particle build up detected at the sensor element by means of a detector. The present invention provides for an accurate method and arrangement to detect and thereby measure particles present in a gas flow, e.g. from a combustion engine.

The present invention provides a gas oil composition for use in a diesel engine with a geometric compression ratio of 16 or less, equipped with a supercharger and an EGR, containing an FT synthetic base oil and having a sulfur content of 5 ppm by mass or less, an oxygen content of 100 ppm by mass or less, a bulk modulus of 1250 MPa or greater and 1450 MPa or less, a saybolt color of +22 or greater, a lubricity of 400 μm or less, an initial boiling point of 140° C. or higher and an end point of 380° C. or lower in distillation characteristics, and the following characteristics (1) to (3) in each fraction range wherein: (1) the cetane number in a fraction range of lower than 200° C. is 40 or greater and less than 60; (2) the cetane number in a fraction range of 200° C. or higher and lower than 280° C. is 60 or greater and less than 80; and (3) the cetane number in a fraction range of 280° C. or higher is 50 or greater. The gas oil composition is used in a summer or winter season, suitable for both diesel combustion and homogeneous charge compression ignition combustion.

An object of the invention is to reduce the amount of smoke generated and to improve the stability of diesel combustion in cases where an EGR apparatus is used in an internal combustion engine that performs diesel combustion using fuel having a relatively high self-ignition temperature. A control apparatus performs first injection at a first injection time during the compression stroke, causes spray guide combustion to occur, and starts to perform second injection at such a second injection time that causes combustion of injected fuel to be started by flame generated by the spray guide combustion, thereby causing self-ignition and diffusion combustion of fuel to occur. The apparatus changes the ratio of the first injected fuel quantity to the total fuel injection quantity and the ratio of the second injected fuel quantity to the total fuel injection quantity for the same total fuel injection quantity in one combustion cycle, based on the EGR rate in the intake air.

A diesel combustion system including an injector and a combustion chamber. The combustion chamber is formed by a cylinder head, a cylinder liner, and a piston. The combustion chamber includes an upper layer and a lower layer. The diameter D1 of the upper layer is larger than the diameter D2 of the lower layer. A junction of the upper layer and the lower layer is provided with an impinging block for rebounding the diesel fuel spray. The impinging block includes an impinging surface, an upper guide surface, and a lower guide surface. When in use, part of the diesel fuel spray is rebounded by the impinging surface, and part of the diesel fuel spray is diffused along the upper guide surface and the lower guide surface of the impinging block to achieve double-layered split flow of the diesel fuel.

A diesel combustion engine comprises multiple particulate filters and corresponding exhaust piping and valving in the exhaust manifold and/or exhaust line, configured to enable regeneration to occur in one of the DPF filters through heating the exhaust from a single cylinder of the engine, while the exhaust from the remaining cylinders is temporarily routed through the other DPF filter during the regeneration event. Flow redirection devices are placed within the DPF filters to direct flow of exhaust gas through the DPF filters during regeneration in a manner to facilitate complete regeneration, including in outer volumes along the interior walls of the DPF filters.