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Title: Distributed ignition method and apparatus for a combustion engine

Abstract

A method and apparatus for operating an internal combustion engine is provided. The method comprises the steps of introducing a primary fuel into a main combustion chamber of the engine, introducing a pilot fuel into the main combustion chamber of the engine, determining an operating load of the engine, determining a desired spark plug ignition timing based on the engine operating load, and igniting the primary fuel and pilot fuel with a spark plug at the desired spark plug ignition timing. The method is characterized in that the octane number of the pilot fuel is lower than the octane number of the primary fuel.

Inventors:
; ; ;
Publication Date:
Research Org.:
Caterpillar Inc., Peoria, IL (United States)
Sponsoring Org.:
USDOE
OSTI Identifier:
1175661
Patent Number(s):
7,007,669
Application Number:
11/003,537
Assignee:
Caterpillar Inc. (Peoria, IL) OSTI
DOE Contract Number:
FC26-01CH11079
Resource Type:
Patent
Country of Publication:
United States
Language:
English
Subject:
33 ADVANCED PROPULSION SYSTEMS

Citation Formats

Willi, Martin L., Bailey, Brett M., Fiveland, Scott B., and Gong, Weidong. Distributed ignition method and apparatus for a combustion engine. United States: N. p., 2006. Web.
Willi, Martin L., Bailey, Brett M., Fiveland, Scott B., & Gong, Weidong. Distributed ignition method and apparatus for a combustion engine. United States.
Willi, Martin L., Bailey, Brett M., Fiveland, Scott B., and Gong, Weidong. Tue . "Distributed ignition method and apparatus for a combustion engine". United States. doi:. https://www.osti.gov/servlets/purl/1175661.
@article{osti_1175661,
title = {Distributed ignition method and apparatus for a combustion engine},
author = {Willi, Martin L. and Bailey, Brett M. and Fiveland, Scott B. and Gong, Weidong},
abstractNote = {A method and apparatus for operating an internal combustion engine is provided. The method comprises the steps of introducing a primary fuel into a main combustion chamber of the engine, introducing a pilot fuel into the main combustion chamber of the engine, determining an operating load of the engine, determining a desired spark plug ignition timing based on the engine operating load, and igniting the primary fuel and pilot fuel with a spark plug at the desired spark plug ignition timing. The method is characterized in that the octane number of the pilot fuel is lower than the octane number of the primary fuel.},
doi = {},
journal = {},
number = ,
volume = ,
place = {United States},
year = {Tue Mar 07 00:00:00 EST 2006},
month = {Tue Mar 07 00:00:00 EST 2006}
}

Patent:

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  • A spark advance angle is calculated depending upon the flow rate of air sucked into the engine or the pneumatic pressure in the intake manifold and upon the rotational speed of the engine. When the actual engine temperature exceeds a predetermined value higher than the engine temperature at the normal operating condition of the engine, the calculated spark advance angle is corrected to decrease.
  • A flaming engine system for an internal combustion engine of the Otto-cycle type comprised of primary and secondary pre-ignition chambers serially interposed between an engine cylinder and a spark plug, and self-actuated of means metering high combustible fuel into the primary pre-ignition chamber. The flame commenced in the primary pre-ignition chamber is enhanced and promoted as it is caused to pass into the secondary pre-ignition chamber, then through geometrically designed openings and into the cylinder for ignition of the base-air-fuel mixture contained within the cylinder.
  • This patent describes an apparatus for controlling ignition timing in an internal combustion engine, comprising: a first means for detecting an angular position of an engine crankshaft to generate an output signal indicative of engine speed; a second means for detecting a state of engine load to generate an output signal in response thereto; a third means for detecting a knocking condition of the engine to generate an output signal in response thereto; a control means for receiving the output signals of the first, second and third means to determine a basic ignition timing of the engine based upon themore » detected engine speed and engine load; and ignition means for receiving the output signal of the control means to ignite an air/fuel mixture in a combustion chamber of the engine.« less
  • Engine parameters are detected to set a basic ignition timing, and this basic ignition timing is forcibly changed to effect feedback control in which engine output is detected for finding an optimum ignition timing. Engine is operated with a plurality of different ignition timings, where the number of the ignition timings is at least two, and engine output data for each ignition timing is measured to find which ignition timing causes a higher engine output. Thus, one of the plurality of ignition timings, which gives the lowest engine speed is replaced with a new ignition timing with which the enginemore » produces higher output. The new ignition timing is computed in such a manner that the new ignition timing is located at a point opposite to the ignition timing giving the lowest engine output with respect to an average ignition timing, while the difference between the average value and the new ignition timing equals a multiple of the difference between the ignition timing giving the lowest engine speed and the average value. In this way the ignition timing is renewed successively for finding the optimum ignition timing.« less
  • A method is described for controlling ignition timing comprising the steps of: determining a fundamental ignition timing amount based on an engine operating condition; determining a direction of change in an engine speed which indicates whether the speed is increasing or decreasing; determining a correction ignition timing amount based on the direction of change in the engine speed, the correction ignition timing amount having a value which is substantially ineffective at an engine speed in the vicinity of a point at which the direction of change of the engine speed is inverted and is a maximum value at a timemore » point at which the changing rate of the engine speed is maximum; and determining ignition timing by adding or subtracting the correction ignition timing amount to or from the fundamental ignition timing amount.« less