# US 6,295,973 B1 · Air-fuel charge controller for a homogeneous-charge, compression-ignition engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 6,295,973 B1 - Document ID: US6295973B1 - Status: Granted - Kind: B1 - Application number: 09/470,359 - Filed: 1999-12-22 - Granted: 2001-10-02 - Earliest claimed: 1999-12-22 - Assignees: Ford Global Technologies, LLC - Inventors: Jialin Yang - Web page: https://patentgrep.com/patent/US6295973B1 ## CPC - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02B 1/12: with compression ignition (with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00) - F02B 29/00: Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof - F02B 31/085: {having two inlet valves} - F02D 41/3035: {a mode being the premixed charge compression-ignition mode} - F02M 31/06: by hot gases, e.g. by mixing cold and hot air - F02B 3/06: with compression ignition (compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02) - F02D 41/3064: {with special control during transition between modes} - Y02T 10/12: Improving ICE efficiencies - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A homogeneous-charge, compression-ignition engine having engine coolant, an intake manifold and an exhaust manifold including a controller for advancing and retarding auto-ignition in the combustion chamber of the engine, the intake manifold providing a premixed combustible charge of air and fuel, the intake manifold having dual intake portions, one portion supplying unheated gas, and the other providing gas heated by engine coolant or exhaust gas, or both. A flow distributor valve in the intake manifold gas flow passages varies the intake temperature, thereby controlling auto-ignition timing and the combustion rate in the engine combustion chamber during the portion of the combustion cycle in which a homogeneous-charge, compression-ignition event occurs. The engine includes a spark ignition system for initiating combustion when the engine load, for a given speed, increases to a defined level and when the engine speed for a given load increases to a defined level. ## Claims ### Claim 1 A homogeneous-charge, compression-ignition engine system having a gas charge intake manifold and an exhaust gas manifold, an engine having a gas charge combustion chamber, a gas charge intake in the combustion chamber communicating with the intake manifold, and an exhaust port in the combustion chamber communicating with the exhaust manifold; means for recovering thermal energy of exhaust gas and for transferring it to the gas charge in the intake manifold; and means for adjusting the rate of heat transfer from the exhaust manifold to the combustion chamber whereby timing of auto-ignition of the air-fuel mixture in the combustion chamber is controlled during a combustion cycle. ### Claim 2 A homogeneous-charge, compression-ignition engine system having a gas charge intake manifold and an exhaust gas manifold, an engine having a gas charge combustion chamber, a gas charge intake in the combustion chamber communicating with the intake manifold, and an exhaust port in the combustion chamber communicating with the exhaust manifold; means for recovering thermal energy of exhaust gas and for transferring it to the gas charge in the intake manifold; and means for adjusting the rate of heat transfer from the exhaust manifold to the combustion chamber whereby timing of auto ignition of the air/fuel mixture in the combustion chamber is controlled during a combustion cycle; the means for recovering and transferring thermal energy comprising a heat tube with a heat input zone in thermal communication with the exhaust manifold and a heat outlet zone in thermal communication with the intake manifold. ### Claim 3 (depends on 1) The system set forth in claim 1 wherein the engine includes spark ignition means in the combustion chamber for igniting the gas charge delivered to the combustion chamber when the engine load increases for a given engine speed to an operating region in which homogeneous-charge burning in the combustion chamber is not stable and when the engine speed increases for a given engine load to an operating region in which homogeneous-charge burning in the combustion chamber is not stable. ### Claim 4 (depends on 1) The system set forth in claim 1 wherein the engine has multiple combustion chambers, each combustion chamber having an intake valve and an exhaust valve, an intake manifold communicating with each intake valve and an exhaust manifold communicating with each exhaust valve; the means for recovering thermal energy and for transferring it to the gas charge in the intake manifold being common to each of the multiple combustion chambers. ### Claim 5 A homogeneous-charge, compression-ignition engine having an engine coolant passage, a gas charge intake manifold and an exhaust gas manifold, an engine having a gas charge combustion chamber, a gas charge intake in the combustion chamber communicating with the intake manifold, an exhaust port in the combustion chamber communicating with the exhaust manifold; means for recovering thermal energy of exhaust gas and engine coolant and for transferring it to gas charge in the intake manifold; and means for adjusting the rate of heat transfer from the exhaust gas manifold and engine coolant to the intake manifold whereby timing of auto-ignition of the air-fuel mixture in the combustion chamber is controlled during a combustion cycle. ### Claim 6 A homogeneous-charge, compression-ignition engine system having a gas charge intake manifold and an exhaust gas manifold, an engine having an air-fuel combustion chamber, a gas charge intake manifold, a combustion chamber communicating with the intake manifold and an exhaust port in the combustion chamber communicating with the exhaust manifold; a split inlet port communicating with the intake manifold, the intake port having first and second flow passages, the first flow passage communicating directly with the intake manifold whereby unheated ambient air is distributed to the intake manifold; a heat exchanger communicating with the second flow passage and with the exhaust manifold, the second flow passage communicating with the intake manifold through the heat exchanger whereby air heated by exhaust gas is distributed to the intake manifold; and valve means for controlling the mass air ratio of heated air and unheated air delivered to the combustion chamber whereby the mass air ratio is adjusted to control the auto-ignition point in the combustion cycle and thereby establish optimum combustion efficiency. ### Claim 7 (depends on 6) The homogeneous-charge, compression-ignition engine system set forth in claim 6 wherein the valve means comprises an adjustable valve plate at flow entrance locations of the first and second flow passages, the valve plate reducing air flow through the first flow passage and increasing air flow through the second flow passage when it is adjusted in one direction, the valve plate increasing air flow through the first flow passage and decreasing air flow through the second flow passage when it is adjusted in the opposite direction whereby the effective temperature of air-fuel mixture in the intake manifold is controlled thus controlling the point of auto-ignition of the air-fuel mixture in the combustion chamber. ### Claim 8 (depends on 7) The system set forth in claim 7 wherein the heat exchanger communicates with the exhaust manifold whereby heat of the exhaust gas in the exhaust manifold is transmitted to inlet air-fuel mixtures in the intake manifold. ### Claim 9 (depends on 8) The system set forth in claim 8 wherein the engine includes engine coolant that is heated by combustion occurring in the combustion chamber, the system including further a second heat exchanger in the second flow passage in series relationship with respect to the heat exchanger communicating with the exhaust manifold, and a coolant flow passage extending from the engine to the second heat exchanger whereby thermal energy in the coolant is transferred to the air in the second flow passage. ### Claim 10 (depends on 6) The engine system set forth in claim 6 wherein the means for controlling the mass air ratio of heated air and unheated air comprises two intake valves in the combustion chamber, each intake valve communicating with a separate one of the flow passages, each intake valve being controllable to effect variable mass air ratio of heated air and unheated air. ### Claim 11 (depends on 6) The system set forth in claim 6 wherein the engine includes spark ignition means in the combustion chamber for igniting the gas charge delivered to the combustion chamber when the engine load increases for a given engine speed to an operating region in which homogeneous-charge burning in the combustion chamber is not stable and when the engine speed increases for a given engine load to an operating region in which homogeneous-charge burning in the combustion chamber is not stable. ### Claim 12 A homogeneous-charge, compression-ignition engine system having a charge intake manifold and an exhaust gas manifold, an engine having a cylinder housing with engine coolant, an air-fuel combustion chamber, a charge intake port, a combustion chamber communicating with the intake manifold and an exhaust port in the combustion chamber communicating with the exhaust manifold; a split inlet port communicating with the intake manifold, the intake port having first and second flow passages, the first flow passage communicating directly with the intake manifold whereby unheated ambient air is distributed to the intake manifold; a first heat exchanger communicating with the second flow passage and with the exhaust manifold, the second flow passage communicating with the intake manifold through the first heat exchanger whereby air heated by exhaust gas is distributed to the intake manifold; a second heat exchanger communicating with the engine coolant and with the second flow passage through the first heat exchanger whereby thermal energy is transferred from the engine coolant to the intake manifold; and valve means for controlling the mass air ratio of heated air and unheated air delivered to the intake manifold whereby the mass air ratio is adjusted to establish the auto-ignition point in the combustion cycle and thereby establish optimum combustion efficiency.