Abstract: A fuel for a homogeneous charge compression ignition engine having a 95 V % distilled temperature by boiling point measurement in the range of about 35.degree. C. to about 350.degree. C., a cetane number in the range of about 2 to about 120, and an octane number in the range of 10 to about 110. The invention also relates to a method of operating a homogeneous charge compression ignition engine of mixing a fuel with air and feeding the fuel into a combustion chamber.

Abstract: A fuel for a homogeneous charge compression ignition engine having a 95 V % distilled temperature by boiling point measurement in the range of about 35.degree. C. to about 350.degree. C., a cetane number in the range of about 2 to about 120, and an octane number in the range of 10 to about 110. The invention also relates to a method of operating a homogeneous charge compression ignition engine of mixing a fuel with air and feeding the fuel into a combustion chamber.

Abstract: A system and method for providing exhaust gas to an EGR-equipped lean burn diesel engine (the primary engine). The exhaust gas is provided by a secondary internal combustion device, whose configuration, thermal cycle, and operating conditions may be different from that of the primary engine. The secondary internal combustion device may receive recirculated exhaust gas, fresh air, or some combination of both.

Abstract: A method for controlling the temperature and/or space velocity of exhaust gas provides control of the maximum temperature of the exhaust gas to prevent thermal damage to the Diesel engine components and associated aftertreatment devices during regeneration of the aftertreatment devices. The method includes controlling intake and/or exhaust valve opening timing and duration, either singly or in combination with selective individual cylinder cutout, in response to sensed engine operating parameters.

Abstract: Fuel temperature management is used to control the penetration distance of liquid-phase fuel into the combustion chamber of direct injection engines. Fuel temperature management enables the alteration of liquid-phase penetration distance to compensate for real-time changes in fuel composition, injector geometry, injection pressure, combustion mode, or combustion chamber thermodynamic conditions during engine operation. Alteration of the liquid-phase penetration distance prevents or reduces undesirable liquid fuel impingement on combustion chamber surfaces.

Abstract: A method applicable to lean-burn combustion engines uses excess air from previous engine cycles in a reburning process to provide exhaust gases characteristic of stoichiometric combustion. Stoichiometric combustion products are particularly useful for use by conventional emissions aftertreatment devices to reduce NOx, CO, and unburned hydrocarbons carried in the exhaust stream.

Abstract: A method for controlling the temperature and/or space velocity of exhaust gas passing through an aftertreatment device disposed in the exhaust system of a diesel engine provides an optimal environment for efficient conversion of NOx and undesirable emissions during transient and steady state engine operation. The method includes controlling intake and/or exhaust valve timing, either singly or in combination with fuel injection timing and selective individual cylinder cutout, in response to sensed engine operating parameters.

Abstract: Fuel temperature management is used to control the penetration distance of liquid-phase fuel into the combustion chamber of direct injection engines. Fuel temperature management enables the alteration of liquid-phase penetration distance to compensate for real-time changes in fuel composition, injector geometry, injection pressure, combustion mode, or combustion chamber thermodynamic conditions during engine operation. Alteration of the liquid-phase penetration distance prevents or reduces undesirable liquid fuel impingement on combustion chamber surfaces.

Abstract: In a multi-mode, multi-cylinder engine operable in both homogeneous charge compression ignition (HCCI) mode and spark ignition or diesel combustion mode, an apparatus and method is provided to individually, independently, and sequentially switch the combustion mode of each of the cylinders. The invention enables use of at least partial HCCI mode over a wider load and speed range of a multi-mode engine.

Abstract: A method for controlling the temperature and/or space velocity of exhaust gas provides control of the maximum temperature of the exhaust gas to prevent thermal damage to the Diesel engine components and associated aftertreatment devices during regeneration of the aftertreatment devices. The method includes controlling intake and/or exhaust valve opening timing and duration, either singly or in combination with selective individual cylinder cutout, in response to sensed engine operating parameters.

Abstract: A very high efficiency NOX aftertreatment system is provided for use in lean burn engines. A lean NOX adsorber is synergistically combined with a selective catalytic reduction catalyst to use the ammonia formed within the NOX adsorber, during regeneration of the NOX adsorber while periodically operating the engine in a fuel-rich combustion mode, to reduce NOX remaining in the exhaust gas stream after passage through the NOX adsorber during normal operation of the engine in a lean burn combustion mode.

Abstract: A method for controlling the temperature and/or space velocity of exhaust gas passing through an aftertreatment device disposed in the exhaust system of a diesel engine provides an optimal environment for efficient conversion of NOx and undesirable emissions during transient and steady state engine operation. The method includes controlling intake and/or exhaust valve timing, either singly or in combination with fuel injection timing and selective individual cylinder cutout, in response to sensed engine operating parameters.

Abstract: A method and apparatus for operating a diesel engine under stoichiometric or slightly fuel-rich conditions, as is often necessary to maintain effective operation of certain post-combustion emission reduction devices, such as Lean NOx Traps, includes a readily vaporizable fuel injection nozzle disposed in the intake manifold system in communication with a combustion chamber of the diesel engine. The readily vaporizable fuel mixes with the intake air and produces a mixture of pre-mixed air and fuel when introduced into the combustion chamber. A diesel fuel, which is directly injected into the combustion chamber through a conventional diesel fuel injection nozzle. Combustion of the pre-mixed air and readily vaporizable fuel, with controlled injected of the diesel fuel, reduces the particulate matter (soot) emissions when operating the engine under the necessary stoichiometric or slightly fuel-rich conditions.

Abstract: Timing of the combustion event in an homogenous-charge compression-ignition engine is controlled by adjusting the reactivity of the fuel, or of the fuel/air mixture inducted into the combustion chamber of the engine, thereby providing a means of controlling the combustion phasing. When the mixture is made more reactive, combustion occurs earlier in the cycle, and when the mixture reactivity is decreased, the reaction phasing is retarded. In the present invention, the reactivity of the intake charge is regulated in one embodiment by using a catalytic reaction in the intake system to partially, oxidize the intake mixture. In another embodiment, fuel reactivity is adjusted by passing a portion of the fuel through a catalyst or a non-thermal plasma generator prior to injection into the engine. In still another illustrated embodiment, an additive is controllably added to the fuel prior to injection into the engine to increase or decrease fuel reactivity.

Abstract: A fuel injection system and method to reduce NOx and smoke emissions from a compression ignition engine by co-injecting water and an oxygenated fuel during steady state and transient engine conditions.

Abstract: A method and apparatus for operating a diesel engine under stoichiometric or slightly fuel-rich conditions, as is often necessary to maintain effective operation of certain post-combustion emission reduction devices, such as Lean NOx Traps, includes a readily vaporizable fuel injection nozzle disposed in the intake manifold system in communication with a combustion chamber of the diesel engine. The readily vaporizable fuel mixes with the intake air and produces a mixture of pre-mixed air and fuel when introduced into the combustion chamber. A diesel fuel, which is directly injected into the combustion chamber through a conventional diesel fuel injection nozzle. Combustion of the pre-mixed air and readily vaporizable fuel, with controlled injected of the diesel fuel, reduces the particulate matter (soot) emissions when operating the engine under the necessary stoichiometric or slightly fuel-rich conditions.

Abstract: A fuel injection system and method to reduce NOx and smoke emissions from a compression ignition engine by co-injecting water and an oxygenated fuel during steady state and transient engine conditions.

Abstract: A fuel for a homogeneous charge compression ignition engine having a 95 V% distilled temperature by boiling point measurement in the range of about 35° C. to about 350° C., a cetane number in the range of about 2 to about 120, and an octane number in the range of 10 to about 110.

Abstract: Engine operating parameters are monitored during each combustion cycle of a diesel engine, and changes in engine load demand are sensed. In response to sensing a change in engine load demand, an engine operating condition indicative of either a high smoke or a high NOx condition, or both, is determined, and water is co-injected with fuel during the transient period in which there is a high smoke or high NOx condition, or both. The co-injection of water and fuel is terminated when it is determined that there is no longer an engine operating condition during the transient period indicative of either a high smoke or a high NOx condition.

Abstract: At least two separate fuels, having different volatility characteristics, are used to control the combustion phasing in a compression ignition engine. Desirably, the separate fuels are produced by distillation by which a parent fuel is separated into separate fractions having different reactivity. The provision multiple fuels by distillation and the control method embodying the present invention are particularly useful in controlling the combustion phasing of homogenous charge compression ignition combustion processes.