Abstract:
A low emission, direct injection, compression ignition, internal combustion engine operates with reduced charge-air oxygen concentration levels to control localized peak combustion temperatures and reduce NOx formation. Low cetane fuel, below 43 cetane, and most preferably with a cetane rating below 30, is utilized with the combustion system to reduce smoke and PM formation simultaneously with the reduced NOx formation. In a preferred embodiment, FCC Naptha fuel, with a cetane rating below 30 and an end boiling point below 120 degrees Celsius, is used with the combustion system together with the reduced charge-air oxygen concentration levels to produce engine-out NOx emissions of 0.2 g/bhp-hr or lower, and PM emissions at 0.01 g/bhp-hr or lower, without the need for NOx (and potentially PM) aftertreatment. Potential commercial applications of the fuel and combustion system are discussed, including application to vehicle fleets, with novel methods of operating a vehicle fleet (and of providing fuel to such fleets) to meet motor vehicle emissions regulations at a reduced cost also being disclosed.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
       [0001]    This application is a continuation-in-part of U.S. patent application Ser. No. 10/666,678, filed Sep. 19, 2003, now pending, which application is a continuation-in-part of now-issued U.S. Pat. No. 6,651,432, “Controlled Temperature Combustion Engine”, issued Nov. 25, 2003, both of which related applications are incorporated herein by reference in their entirety. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    1. Field of the Invention  
           [0003]    The present invention relates to a fuel, and methods, for reducing harmful emissions, particularly engine-out smoke/PM levels, from engines of the direct injection compression ignition type, particularly diesel engines. The present invention also relates to methods of operating vehicle fleets, or providing fuel to vehicle fleets, to meet motor vehicle emissions regulations at a reduced cost.  
         BACKGROUND OF THE INVENTION  
         [0004]    The continuing use of diesel engines in motor vehicles greatly adds to the atmospheric presence of harmful pollutants such as nitrogen oxides (NOx) and particulate matter (PM). It is well-known that conventional diesel engines emit NOx and/or PM substantially in excess of acceptable environmental levels. For purposes of this invention, environmentally acceptable levels of diesel NOx emissions will be defined as 0.2 g/bhp-hr or lower, and environmentally acceptable levels of diesel PM emissions will be defined as 0.01 g/bhp-hr or lower, with or without exhaust aftertreatment.  
           [0005]    Despite their harmful emissions, the use of diesel engines nevertheless provides significant advantages as well. For example, diesel engines are significantly more energy efficient than gasoline engines. Because of their fuel efficiency, resulting in lower operating fuel costs, diesel engines remain economically preferable to gasoline engines for many applications where fuel costs are important, such as with larger vehicles and vehicle fleets.  
           [0006]    Attempts to reduce NOx and PM emissions from diesel engines, without sacrificing the fuel efficiency benefits of diesel engines or significantly increasing the cost of diesel engines or fuel, have therefore continued for many years, with much improvement still to be made.  
           [0007]    To meet upcoming environmental regulations as to NOx and PM emissions for diesel engines, the diesel industry has turned primarily to development of NOx and PM aftertreatments (i.e. post-engine, but before the exhaust gas is released to the atmosphere) to keep emissions within environmentally acceptable levels. However, currently many in the diesel industry view such aftertreatment systems as expensive, as retaining issues of effectiveness and durability, and as creating size (“packaging”) concerns. Because of these perceived problems with the expense and performance of such aftertreatment systems, it is desirable to develop an alternative; namely, a commercially acceptable diesel combustion system and method that can meet environmentally acceptable levels of NOx emissions (i.e. 0.2 g/bhp-hr or lower) and PM emissions without the need for aftertreatment, or with reduced aftertreatment needs, to reduce costs.  
           [0008]    The parent applications hereto, incorporated by reference above, set forth a commercially acceptable diesel combustion system that can meet environmentally acceptable levels of NOx emissions (i.e. 0.2 g/bhp-hr or lower) without NOx aftertreatment, and with PM levels that are manageable with current PM aftertreatment technology. Engines that operate in accordance this combustion system, and potentially alternative combustion systems with the same goal (i.e., in keeping peak combustion temperatures below significant NOx forming levels), shall be referred to herein collectively as “Controlled Temperature Combustion” engines.  
           [0009]    Even with these advances, it remains desirable to bring about continuing reductions in engine-out PM emissions (i.e. before aftertreatment) in Controlled Temperature Combustion engines, to further reduce PM aftertreatment costs. For example, further reduction of engine-out PM emissions may allow foregoing the use of a PM trap altogether with such engines, or use of a less expensive PM trap, or allow less frequent trap regeneration, as the frequency of required trap regeneration in diesel engines is dependent upon the engine-out PM emission levels.  
           [0010]    Meanwhile, given the volatile and/or rising costs of fuel for internal combustion engines worldwide, it would also be desirable to reduce the cost of fuel for use with Controlled Temperature Combustion engines, just as with any internal combustion engine. One method of reducing the cost of fuel for Controlled Temperature Combustion direct injection compression ignition engines would be to enable use of less demanded fuels and fuels within a wider range of fuel specifications for such engines, which would increase the percentage of crude oil that can economically be made into fuel for such engines, beyond that which is typically used for making conventional diesel fuel. For example, providing a fuel that is suitable for use with Controlled Temperature Combustion direct injection compression ignition engines, from cuts or blends of fuel that previously would not be suitable for use in direct injection compression ignition engines and which are in less demand, may reduce fuel costs for such engines.  
         OBJECTS OF THE INVENTION  
         [0011]    It is therefore an object of the present invention to provide a method for reducing the PM/smoke emissions for a Controlled Temperature Combustion, direct injection, compression ignition engine.  
           [0012]    It is also an object of the present invention to provide a low emission fuel for Controlled Temperature Combustion direct injection compression ignition engines, which would allow for reduced fuel costs in operation of such engines.  
           [0013]    2. Description of the Related Art  
           [0014]    As established by federal regulations regarding fuels and fuel additives, diesel fuels sold in the United States for use in motor vehicles currently must have a cetane index of at least 40.40 C.F.R. § 80.29. The cetane rating is a measure of the fuel&#39;s ignition delay, namely, the time between the start of fuel injection and the start of combustion, as determined by standardized test methods, with a higher number indicating less ignition delay. It is generally accepted in the prior art that higher cetane ratings provide better combustion for conventional diesel engines, with most diesel engines requiring, or running best with, fuels with a cetane rating above 45.  
           [0015]    Although the tendency in the prior art is to move to higher cetane diesel fuels, there are isolated references for experimental engines, alternative engines, and fuel additives in the prior art that have been contemplated for use with very low cetane fuels (i.e. with a cetane index below 40). One example of such a reference is U.S. Patent Application Publication No. 2003/0052041 to Erwin, published Mar. 20, 2003. Erwin discloses possible use of very low cetane fuels with an Homogenous Charge Compression Ignition (HCCI) engine. One theory of use of a low cetane fuel with such a premixed type of combustion (as opposed to the non-premixed type of combustion existing in direct injection engines), is that the delayed combustion from a reduced cetane number would enable greater premixing of the fuel and air before combustion. Other examples of low cetane fuel compositions are found in U.S. Pat. No. 4,678,479, to Holmes, and U.S. Patent Application Publication No. 2002/0092228, to Ahmed. However, low cetane fuels have not been accepted in the market to date. Attempts to use low cetane fuel formulations in conjunction with conventional diesel engines and combustion methods would result in poor combustion and higher levels of harmful emissions, and thus is not currently utilized in the art.  
         SUMMARY OF THE INVENTION  
         [0016]    Applicant has found that use of a fuel with a substantially lower cetane number than conventional diesel fuel effectuates a significant reduction in smoke/PM formation in direct injection compression ignition engines of the type disclosed in the parent applications hereto. In a preferred embodiment, an FCC Naptha fuel is used in conjunction with a controlled temperature combustion diesel engine (which uses low charge-air oxygen concentrations to reduce NOx formation, as more fully disclosed in the parent applications hereto), creating essentially smokeless engine-out combustion simultaneously with keeping engine-out NOx below 0.2 g/bhp-hr. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0017]    [0017]FIG. 1 is a schematic view of a preferred embodiment of a direct injection compression ignition internal combustion system for use with the present invention.  
         [0018]    [0018]FIG. 2 is a representation of respective smoke and NOx emissions levels for the preferred fuel of the present invention in a controlled temperature combustion, direct injection, compression ignition engine.  
         [0019]    [0019]FIG. 3 is a relational representation of respective smoke emission levels for various sample alternative fuels of the present invention in a controlled temperature combustion, direct injection, compression ignition engine. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0020]    A preferred controlled temperature combustion, direct injection, compression ignition engine system for use with the present invention is schematically presented in FIG. 1. Referring to FIG. 1, the air handling system for engine  1  will first be explained. Ambient air enters an air intake line  22  for the system at port  3 . A portion of exhaust gas in exhaust line  5  of the system is routed from the exhaust line  5  at port  6  through exhaust gas cooler  7  to port  4 , where the recirculated exhaust gas blends with the ambient air at port  4 , thereby forming a charge-air mixture in the air intake line  22 . EGR control valve  8  is located just downstream of port  6  in exhaust line  5 . By restricting flow through valve  8 , exhaust gas flow rate through port  6  is adjusted, and oxygen concentration of the charge-air mixture may be determined and controlled, as will be discussed later.  
         [0021]    The combined ambient air and recirculated exhaust gas (collectively “charge-air”) flows through the intake air line  22  and is compressed by compressor  9 . Compressor  9  may be a single stage compressor or two or more compressors in series or parallel, and is primarily driven by exhaust gas expander (turbine) motor  10  (which may be a single stage turbine or two or more turbines in series or parallel) to provide a controlled boost pressure level to intake manifold  11 . Controller (CPU)  12  sends appropriate signals to expander motor  10  to control boost. An optional electric or hydraulic motor  13  may be used and controlled by controller  12  to provide rapid boost level changes to assist the exhaust expander motor  10  in providing rapid torque response. Alternatively, a supercharger (within the compressor  9  representation) may be used to provide more rapid torque response and additional boost capability. Controller  12  therefore sends appropriate signals to motor  13  and/or to the supercharger  9  to control boost level during transients and during any operating conditions where motor  10  alone cannot supply sufficient and fast boost pressure. Compressed charge-air may optionally (and preferably) flow through cooler  21  to intake manifold  11  to cool the charge-air to specified levels, if desired.  
         [0022]    Optional oxygen sensor  14 , placed in the intake line downstream of combining recirculated exhaust gas with the ambient air, may be used to directly determine the oxygen concentration in the charge-air. In addition, or in the alternative, an exhaust oxygen sensor  15  may be used. Charge-air oxygen concentration may then be determined by controller  12  from the exhaust oxygen concentration and EGR ratio, or by other means. Charge-air oxygen concentration may also be calculated or determined from other sensed parameters (not necessarily shown) by methods well-known to those skilled in the art. Controller  12  may then operate to control and maintain charge-air oxygen concentration levels to desired ranges, by effectuating adjustments to EGR valve  8 , or by other means, as known in the art. For medium and high load engine operation, the charge-air oxygen concentration is maintained preferably below 16%, more preferably between 11% and 15%, and most preferably between 12% and 14%.  
         [0023]    Charge-air may enter the combustion chamber (not shown) through conventional valves (not shown) in a conventional manner. Engine  1  receives fuel through direct cylinder fuel injectors  2 ,  2 ′,  2 ″, etc., and combustion occurs. Engine operation and fuel injection operation are monitored and controlled by controller  12 . For example, current engine speed is provided to controller  12  by speed sensor  19 . Current torque command level is provided to controller  12  by accelerator pedal sensor  20 .  
         [0024]    Exhaust gases may leave the combustion chamber through conventional valves (not shown) and leave engine  1  through exhaust manifold  17 . Optional exhaust aftertreatment device  18  may include a particulate trap oxidizer to remove particulate emissions, and a catalyst to oxidize residual fuel and carbon monoxide in the exhaust.  
         [0025]    In an alternative embodiment, for additional capability, optional ignition timing sensor  23  is utilized to determine ignition timing. The determined ignition timing is communicated to controller  12 , which compares the ignition timing against a target value, and effectuates adjustments to fuel injection timing or other factors as needed to maintain ignition timing to at or near the target value. This allows the engine combustion to adapt to changes in cetane number in the fuels used for the combustion system. Such an adjustment mechanism is known and described in the art, for example, in U.S. Pat. No. 6,606,979 to Kimura, which is incorporated herein by reference.  
         [0026]    [0026]FIGS. 2 and 3 show smoke formation effects from uses of fuels with varying cetane or octane numbers at comparable operating conditions in the combustion system set forth above. The particular smoke data reported for FIGS. 2 and 3 was generated at operating conditions of 2000 RPM, a Lambda value (excess oxygen ratio) of approximately 1.3, a load of 9 bar indicated mean effective pressure (IMEP), and while maintaining engine-out NOx formation levels below 0.2 g/bhp-hr. As may be seen from these figures, smoke formation varies significantly depending on the fuel used with the applicant&#39;s low NOx direct injection compression ignition combustion system. In addition, as demonstrated in FIG. 2, use of the preferred FCC Naptha fuel for the present invention resulted in virtually smokeless combustion even at engine-out NOx levels significantly below future regulation levels, without the need for aftertreatment.  
         [0027]    The cetane and/or octane ratings, and boiling points, of the preferred FCC Naptha fuel include a cetane rating of less than 30, an initial boiling point of 45 degrees Celsius, and an end boiling point of 116 degrees Celsius. As shown in FIG. 3, other fuels generally considered inappropriate for use with conventional automotive diesel engines, namely with cetane levels below 43 (e.g. with testing beginning with a diesel fuel with a 42.4 cetane index, shown as 42 cetane diesel fuel in FIG. 3) and octane levels up to 87, were also tested and found to reduce smoke formation over conventional automotive diesel fuel when used in conjunction with controlled temperature combustion, direct injection, compression ignition engines in the present invention. The end boiling point of the 42 cetane fuel and 50/50 gas/diesel mix tested in FIG. 3 is approximately 299 degrees Celsius. The end boiling point of the 87 octane gasoline tested in FIG. 3 is approximately 213 degrees Celsius. The premium diesel fuel tested for comparison had a cetane number of 57 and an end boiling point of approximately 328 degrees Celsius.  
         [0028]    In discussing octane and cetane numbers for fuels, it should be noted that cetane levels significantly below 40 are usually left undetermined due to potential damage to test equipment. Cetane and octane are both well-known measures of the ignition delay quality of fuels, with fuels generally measured on only one of the two scales (with higher octane numbers indicating greater ignition delay). However, it will be accepted that fuels measured on the octane scale would be expected to have a cetane rating less than 20 (and would not be expected in the prior art to be suitable for a direct injection compression ignition engine), and, conversely, fuels measured on the cetane scale would be expected to have an octane rating less than 80 (and would not be expected in the prior art to be suitable for a gasoline spark ignition engine). For example, while the cetane rating for 87 octane gasoline is undetermined, it will be accepted that the cetane rating would certainly be less than 20, with a cetane rating likely between 5 and 20.  
         [0029]    Significant obstacles to implementation of widespread commercial use of a new low cetane, low octane (e.g., below 80) fuel for controlled temperature combustion direct injection compression ignition engines include the present lack of infrastructure (e.g. pumps widely available to the public) for providing the fuel, and the lack of sufficient volume of vehicles that would benefit from such fuel to economically justify establishing such infrastructure. In addition, lower cetane fuels can present cold-starting challenges for certain direct injection, compression ignition engines, which discourages use of low cetane fuels for such engines. For example, use of fuel with a cetane lower than 40 may present cold starting problems at temperatures lower than around 10 degrees Fahrenheit.  
         [0030]    Because of the foregoing, one preferred method of achieving the benefits of the present invention would be to implement the invention for a controlled fleet or fleets of vehicles. Under this preferred business method, it would become possible to significantly reduce infrastructure obstacles for use of the low cetane fuels of the present invention. As one example, for fleets with vehicles used solely with fixed long distance routes, fueling locations would only need to be provided at intermittent strategic points along such routes. As another example, for fleets with vehicles with shorter range routes from a common hub base, fueling would only need to be provided at each such hub base. Cold-starting obstacles could additionally be alleviated by avoiding fleet operation in extreme cold weather conditions or locations, or by use of external heating systems (e.g., intake charge-air heating by burners or electrical resistors, or compressors with operation of the charge-air coolers), at some additional incremental cost. Under such scenarios, the cost savings to a fleet in (1) avoiding exhaust aftertreatment costs for each of its vehicles while being able to use highly efficient (e.g. diesel) vehicles, and (2) obtaining potentially lower per gallon fuel costs because of the lower demand fuel specifications being utilized (e.g., gasoline or diesel can cost over twice as much as a refined naptha fuel), may quickly overcome the infrastructure and other costs that may be necessitated by use of the combustion system and fuel of the present invention.  
         [0031]    Complementarily, oil refining companies could also potentially economically benefit from commercial use of such low cetane fuels. For example, commercial use of a wider range of diesel fuel specifications, as would be created by the use of low cetane fuels, could increase the percentage of crude oil that could economically be made into diesel fuel. Such increased volume used for low cetane fuels could then be provided and sold for specific use for a particular vehicle fleet or group of vehicle fleets that operates as set forth above.  
         [0032]    From the foregoing it will be appreciated that, although specific embodiments of the applicant&#39;s inventions have been set forth herein, various modifications or alternative uses may be made of aspects of the present inventions without deviating from the spirit and scope of the inventions. The embodiments presented herein are therefore to be considered as illustrative and not restrictive as to the inventions, with the scope of the inventions limited only by the claims appended hereto.