公开(公告)号：US06742335B2

公开(公告)日：2004-06-01

申请号：US10193257

申请日：2002-07-11

申请人： N. John Beck ,  Hoi Ching Wong ,  Kresimir Gebert

发明人： N. John Beck ,  Hoi Ching Wong ,  Kresimir Gebert

IPC分类号： F02B3344

CPC分类号： F02B37/16 ,  F01N3/021 ,  F01N3/043 ,  F02B29/0406 ,  F02B37/00 ,  F02M26/06 ,  F02M26/10 ,  F02M26/19 ,  F02M26/32 ,  F02M26/35 ,  F02M26/47 ,  Y02T10/144 ,  Y02T10/20

摘要： EGR mass fraction or a value indicative thereof can be calculated based on temperature measurements rather than mass flow and/or pressure measurements, hence negating the need for expensive and relatively unreliable measurement devices in an active EGR system for an internal combustion engine. The EGR system may be a low pressure EGR system configured to direct cooled, filtered EGR to the engine's air intake system using an effective, simple venturi and/or a continuously regenerated catalytic particulate trap. The resultant system can reduce NOx emissions in a diesel engine on the order of 50% and approximately 90% for CO, HC, and PM. NOx and other emissions can be reduced still further when the EGR system is combined with other pretreatment and/or after treatment devices. Many components of the low pressure EGR system are also usable in a passive EGR system.

摘要翻译： 可以基于温度测量而不是质量流量和/或压力测量来计算EGR质量分数或指示其的值，因此不需要用于内燃机的主动EGR系统中昂贵且相对不可靠的测量装置。 EGR系统可以是低压EGR系统，其被配置为使用有效的简单文丘里管和/或连续再生的催化颗粒捕集器将冷却过滤的EGR引导到发动机的进气系统。 所得到的系统可以将CO，HC和PM的柴油发动机中的NOx排放量减少约50％和约90％。 当EGR系统与其他预处理和/或后处理装置组合时，NOx和其它排放物可以进一步降低。 低压EGR系统的许多部件也可用于被动EGR系统。

公开(公告)号：US06354268B1

公开(公告)日：2002-03-12

申请号：US09260175

申请日：1999-03-01

申请人： N. John Beck ,  William P. Johnson ,  Kresimir Gebert ,  Shui-Chi Li

发明人： N. John Beck ,  William P. Johnson ,  Kresimir Gebert ,  Shui-Chi Li

IPC分类号： F02M6942

CPC分类号： F02B29/0412 ,  F02B1/12 ,  F02B29/0418 ,  F02B29/0493 ,  F02B37/00 ,  F02B37/04 ,  F02B39/08 ,  F02B2275/32 ,  F02D13/0203 ,  F02D13/0215 ,  F02D13/0234 ,  F02D13/0253 ,  F02D13/0269 ,  F02D13/06 ,  F02D15/04 ,  F02D19/024 ,  F02D19/027 ,  F02D41/0007 ,  F02D41/0025 ,  F02D41/0027 ,  F02D41/14 ,  F02D41/1448 ,  F02D41/1458 ,  F02D41/3035 ,  F02D41/3827 ,  F02D2041/001 ,  F02D2041/1433 ,  F02D2200/0406 ,  F02D2200/0414 ,  F02D2200/0602 ,  F02D2250/31 ,  F02D2250/32 ,  F02M26/05 ,  F02M26/08 ,  F02M26/23 ,  F02M26/33 ,  F02M63/0225 ,  Y02T10/142 ,  Y02T10/144 ,  Y02T10/146 ,  Y02T10/18 ,  Y02T10/32

摘要： The performance of a compression ignition internal combustion engine is improved by optimizing a cylinder pressure-dependent parameter on a full time, full range basis using in-cylinder pressure measurements to determine the actual value of the parameter to be optimized. The basic procedure is to determine the desired or optimum value of the parameter, determine the actual value of the parameter or a related parameter, and then adjusting an engine operating characteristic such as air/fuel ratio to maintain the controlled parameter at its optimum value. The preferred parameter is a cylinder pressure ratio (CPR) obtained by dividing first and second values of cylinder pressure, and sensed at different points in a thermodynamic cycle, by one another. The sensed values are preferably a first value Po, obtained during the compression stroke, and a second value Pa, obtained after combustion is complete. Direct in-cylinder pressure measurements can also be used for other purposes such as knock detection, determination of maximum cylinder pressure (MCP), and engine controls dependent thereon.

摘要翻译： 通过使用缸内压力测量在全时间，全范围的基础上优化气缸压力参数来确定要优化的参数的实际值来提高压缩点火内燃机的性能。 基本过程是确定参数的期望值或最佳值，确定参数或相关参数的实际值，然后调整发动机运转特性，如空燃比，将受控参数保持在最佳值。 优选的参数是通过将气缸压力的第一和第二值除以热力循环中的不同点彼此分离而获得的气缸压力比（CPR）。 感测值优选地是在压缩冲程期间获得的第一值Po，以及在燃烧完成之后获得的第二值Pa。 直接的缸内压力测量也可以用于其他目的，例如爆震检测，最大气缸压力（MCP）的确定以及取决于其的发动机控制。