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公开(公告)号：US09376955B2
公开(公告)日：2016-06-28
申请号：US14748730
申请日：2015-06-24
Applicant: WISCONSIN ALUMNI RESEARCH FOUNDATION
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage L. Kokjohn
CPC classification number: F02B17/005 , F02B1/12 , F02B23/06 , F02B23/0669 , F02B23/0672 , F02B2275/14 , F02D19/061 , F02D19/0649 , F02D19/0689 , F02D19/0692 , F02D19/081 , F02D41/0025 , F02D41/3047 , F02D41/402 , Y02T10/123 , Y02T10/125 , Y02T10/36
Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot).
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公开(公告)号：US09915235B2
公开(公告)日：2018-03-13
申请号：US14873796
申请日：2015-10-02
Applicant: WISCONSIN ALUMNI RESEARCH FOUNDATION
Inventor： Rolf Deneys Reitz , Martin Wissink
CPC classification number: F02M43/00 , F02D19/0649 , F02D19/08 , F02D41/0025 , F02D41/3047 , F02D41/402 , F02D41/405 , F02M69/046 , Y02T10/36 , Y02T10/44
Abstract: Low-reactivity fuel such as gasoline is provided to a diesel engine cylinder sufficiently early in the injection stroke that it will be premixed. High reactivity fuel such as diesel fuel is then injected during the compression stroke, preferably around 40-60° before Top Dead Center (TDC), to provide a stratified distribution of fuel reactivity within the cylinder, one which provides ignition (the start of main heat release) at or near TDC, preferably at 0-10° prior to TDC. At that time, the low-reactivity fuel is again injected and burns in a diffusion-controlled manner owing to its lower reactivity, thereby providing greater power output (and thus increased load) with little or no increase in peak heat release rate (PHRR) and combustion noise.
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公开(公告)号：US09850812B2
公开(公告)日：2017-12-26
申请号：US14506766
申请日：2014-10-06
Applicant: Wisconsin Alumni Research Foundation
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage Kokjohn
IPC: F02D41/00 , F02B69/02 , F02B1/14 , F02M43/00 , F02D41/08 , F02D41/30 , F02D19/08 , F02D13/02 , F02B17/00 , F02M69/04 , F02D11/10
CPC classification number: F02B69/02 , F02B1/14 , F02B17/005 , F02D11/105 , F02D13/0234 , F02D19/081 , F02D41/0002 , F02D41/0025 , F02D41/006 , F02D41/08 , F02D41/3017 , F02D2041/001 , F02D2041/0022 , F02D2041/3052 , F02M43/00 , F02M69/044 , F02M69/046 , Y02T10/18 , Y02T10/36 , Y02T10/42 , Y02T10/47
Abstract: A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.
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Patent Agency Ranking
公开(公告)号：US20150292391A1
公开(公告)日：2015-10-15
申请号：US14748730
申请日：2015-06-24
Applicant: WISCONSIN ALUMNI RESEARCH FOUNDATION
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage L. Kokjohn
CPC classification number: F02B17/005 , F02B1/12 , F02B23/06 , F02B23/0669 , F02B23/0672 , F02B2275/14 , F02D19/061 , F02D19/0649 , F02D19/0689 , F02D19/0692 , F02D19/081 , F02D41/0025 , F02D41/3047 , F02D41/402 , Y02T10/123 , Y02T10/125 , Y02T10/36
Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot).
Abstract translation: 压缩点火发动机使用具有两个或更多个反应性的两个或更多个燃料电池来控制燃烧的时间和持续时间。 在优选的实施方案中，将低反应性燃料电荷注入或以其它方式引入燃烧室中，优选地足够早，使得其在进行后续注入之前至少基本均匀地分散在腔室内。 然后进行一次或多次随后的高反应性燃料电荷的注入，这些优选在较低反应性室空间内分配较高反应性物质，使得在较高反应性区域中开始燃烧，并且随后的低反应性区域 之后 通过适当地选择电荷的反应性，它们的相对量和它们的时间，可以调节燃烧以在受控的温度（并且因此控制的NOx）下实现最佳的功率输出（并且因此燃料效率），并且具有受控的当量比（和 从而控制煤烟）。
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公开(公告)号：US09080501B2
公开(公告)日：2015-07-14
申请号：US14108868
申请日：2013-12-17
Applicant: Wisconsin Alumni Research Foundation
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage L. Kokjohn
CPC classification number: F02B17/005 , F02B1/12 , F02B23/06 , F02B23/0669 , F02B23/0672 , F02B2275/14 , F02D19/061 , F02D19/0649 , F02D19/0689 , F02D19/0692 , F02D19/081 , F02D41/0025 , F02D41/3047 , F02D41/402 , Y02T10/123 , Y02T10/125 , Y02T10/36
Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot).
Abstract translation: 压缩点火发动机使用具有两个或更多个反应性的两个或更多个燃料电池来控制燃烧的时间和持续时间。 在优选的实施方案中，将低反应性燃料电荷注入或以其它方式引入燃烧室中，优选地足够早，使得其在进行后续注入之前至少基本均匀地分散在腔室内。 然后进行一次或多次随后的高反应性燃料电荷的注入，这些优选在较低反应性室空间内分配较高反应性物质，使得在较高反应性区域中开始燃烧，并且随后的低反应性区域 之后 通过适当地选择电荷的反应性，它们的相对量和它们的时间，可以调节燃烧以在受控的温度（和因此控制的NOx）下实现最佳的功率输出（并且因此燃料效率），并且具有受控的当量比（和 从而控制煤烟）。
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公开(公告)号：US20170096960A1
公开(公告)日：2017-04-06
申请号：US14873796
申请日：2015-10-02
Applicant: WISCONSIN ALUMNI RESEARCH FOUNDATION
Inventor： Rolf Deneys Reitz , Martin Wissink
CPC classification number: F02M43/00 , F02D19/0649 , F02D19/08 , F02D41/0025 , F02D41/3047 , F02D41/402 , F02D41/405 , F02M69/046 , Y02T10/36 , Y02T10/44
Abstract: Low-reactivity fuel such as gasoline is provided to a diesel engine cylinder sufficiently early in the injection stroke that it will be premixed. High reactivity fuel such as diesel fuel is then injected during the compression stroke, preferably around 40-60° before Top Dead Center (TDC), to provide a stratified distribution of fuel reactivity within the cylinder, one which provides ignition (the start of main heat release) at or near TDC, preferably at 0-10° prior to TDC. At that time, the low-reactivity fuel is again injected and burns in a diffusion-controlled manner owing to its lower reactivity, thereby providing greater power output (and thus increased load) with little or no increase in peak heat release rate (PHRR) and combustion noise.
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7.发明申请公开(公告)号：US20150034045A1
公开(公告)日：2015-02-05
申请号：US14506766
申请日：2014-10-06
Applicant: Wisconsin Alumni Research Foundation
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage Kokjohn
CPC classification number: F02B69/02 , F02B1/14 , F02B17/005 , F02D11/105 , F02D13/0234 , F02D19/081 , F02D41/0002 , F02D41/0025 , F02D41/006 , F02D41/08 , F02D41/3017 , F02D2041/001 , F02D2041/0022 , F02D2041/3052 , F02M43/00 , F02M69/044 , F02M69/046 , Y02T10/18 , Y02T10/36 , Y02T10/42 , Y02T10/47
Abstract: A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.
Abstract translation: 压缩点火（柴油）发动机在燃烧循环期间使用两个或更多个燃料充电，其中燃料电荷具有两个或更多个反应性（例如，不同的十六烷值），以便控制燃烧的时间和持续时间。 通过适当地选择电荷的反应性，它们的相对量和它们的时间，可以调节燃烧以在受控的温度（和因此控制的NOx）下实现最佳的功率输出（并且因此燃料效率），并且具有受控的当量比（和 从而控制煤烟）。 在低负载和空载（空转）条件下，通过在进气冲程期间限制气流到燃烧室（通过在燃烧室的进气口处或在燃烧室的进气口之前节流进入的空气）来实现上述结果，使得气缸空气压力 在压缩冲程开始时低于环境压力。
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公开(公告)号：US20140102406A1
公开(公告)日：2014-04-17
申请号：US14108868
申请日：2013-12-17
Applicant: Wisconsin Alumni Research Foundation
Inventor： Rolf Deneys Reitz , Reed M. Hanson , Derek A. Splitter , Sage L. Kokjohn
IPC: F02B23/06
CPC classification number: F02B17/005 , F02B1/12 , F02B23/06 , F02B23/0669 , F02B23/0672 , F02B2275/14 , F02D19/061 , F02D19/0649 , F02D19/0689 , F02D19/0692 , F02D19/081 , F02D41/0025 , F02D41/3047 , F02D41/402 , Y02T10/123 , Y02T10/125 , Y02T10/36
Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot).
Abstract translation: 压缩点火发动机使用具有两个或更多个反应性的两个或更多个燃料电池来控制燃烧的时间和持续时间。 在优选的实施方案中，将低反应性燃料电荷注入或以其它方式引入燃烧室中，优选地足够早，使得其在进行后续注入之前至少基本均匀地分散在腔室内。 然后进行一次或多次随后的高反应性燃料电荷的注入，这些优选在较低反应性室空间内分配较高反应性物质，使得在较高反应性区域中开始燃烧，并且随后的低反应性区域 之后 通过适当地选择电荷的反应性，它们的相对量和它们的时间，可以调节燃烧以在受控的温度（和因此控制的NOx）下实现最佳的功率输出（并且因此燃料效率），并且具有受控的当量比（和 从而控制煤烟）。
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