CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Patent Application No. 62/173,585 filed June 10, 2015. BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to the field of diesel engines .

2. Prior Art Diesel engines running on diesel fuels and biodiesel fuels are, of course, well known in the prior art.

Historically, they are also well known for their emissions. In very recent years, the emissions of diesel engines in both hydrocarbons and NOx have been substantially reduced.

However, the environmental controls have been reduced faster than the actual emissions of a diesel engine, and

accordingly, a urea after treatment of the exhaust has been adopted. However, the after treatment apparatus is quite expensive and can cost a substantial fraction of the engine cost itself. There is a need for a less expensive system for reducing NOx below the levels of the best diesel engines now on the road, and probably further out into the future.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is an exemplary engine incorporating the present invention. Figure 2 is another exemplary engine incorporating the present invention.

Figure 3 is an exemplary operating cycle for the engine of Figure 2. Figure 4 is still another exemplary engine incorporating the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

First referring to Figure 1, an engine configuration in accordance with the present invention may be seen. The engine block, itself, is conventional and may, in fact, be a preexisting engine block, crankshaft, pistons, etc., as is well known in the prior art. Each cylinder in this exemplary engine has a pair of intake valves I, a pair of exhaust valves E, and a diesel fuel injector FD. The engine also has an intake manifold and exhaust manifold, the particular engine shown including an exhaust turbine T driving a

compressor C for turbocharging the intake manifold. Air, of course, is brought into the air intake of the turbocharger and delivered to the intake manifold, with the exhaust being coupled to the turbo T of the turbocharger and then being emitted therefrom. In addition, however, an amount of ammonia, NH3 , is also provided to the intake manifold in a quantity closely controlled in response to the engine

operating conditions at the time the NH3 is provided to the intake manifold. The ammonia is partially consumed in the combustion, but if the proper amount controlled based on engine operating conditions, the exhaust will contain a controlled amount of ammonia. Thus the output of the engine will contain N2 , H2O , CO2 , O2 , NH3 and NOx. This is coupled to the SCR catalyst (selective catalytic reduction) for selective catalytic reduction of the NOx remaining in the exhaust. Catalysts are well known for reducing NOx and NH3 to N2 and H2O , and actually the same catalyst can be used as is used for urea injection in the exhaust. The output of the SCR catalyst unit will contain N2 , H2O , CO2 and O2 , with trace amounts of NH3 and NOx, both under the emission limit. In general, the lower the NOx that would be generated by the engine without the NH3 injection, the lower the NOx content in the output of the SCR catalyst. The engine shown in Figure 1, as noted before, may be a conventional 4-stroke engine (though the present invention would also be applicable to 2-stroke engines) running on diesel or biodiesel fuel. The engine shown may also be a camless engine using electronically controlled hydraulic valve actuators such as U.S. Patent Nos. 5,638,781,

5,713,316, 5,960,753, 5,970,956, 6,148,778, 6,173,685,

6,308,690, 6,360,728, 6,415,749, 6,557,506, 6,575,126,

6,739,293, 7,025,326, 7,032,574, 7,182,068, 7,341,028,

7,387,095, 7,568,633 7,730,858, 8,342,153 and 8,629,745, and U.S. Patent Application Publication No. 2007/0113906. These patents and patent applications disclose hydraulic valve actuation systems primarily intended for engine valves such as but not limited to intake and exhaust valves, and include, among other things, methods and apparatus for control of engine valve acceleration and deceleration at the limits of engine valve travel as well as variable valve lift.

Similarly, the fuel injector FD may be, by way of example, intensifier type fuel injectors electronically controlled through spool valves of the general type disclosed in one or more of U.S. Patent Nos. 5,460,329, 5,720,261, 5,829,396, 5,954,030, 6,012,644, 6,085,991, 6,161,770, 6,257,499,

7,032,574, 7,108,200, 7,182,068, 7,412,969, 7,568,632,

7,568,633, 7,694,891, 7,717,359, 8,196,844, 8,282,020, 8,342,153, 8,366,018, 8,579,207, 8,628,031 and 8,733,671, and U.S. Patent Application Publication Nos. 2002/0017573,

2006/0192028, 2007/0007362, 2010/0012745, and 2014/0138454. These patents and patent applications disclose electronically controllable intensifier type fuel injectors having various configurations, and include direct needle control, variable intensification ratio, intensified fuel storage and various other features.

Thus, in accordance with this embodiment of the present invention, no urea is used, and further, no injection of any kind into the exhaust stream is used. Instead, the N¾ serves the purpose of the urea and may start the reduction of NOx in the final portions of the power stroke of the engine. In fact, such NOx reduction may, in some instances, make the SCR element unneeded.

Now referring to Figure 2, a different form of diesel engine may be seen. This engine includes, of course, an intake manifold I and an exhaust manifold E, but further includes an air rail and air tank (TANK) . Each cylinder has a fuel injector F, an intake valve I coupled to the intake manifold I, two exhaust valves E coupled to the exhaust manifold E, and an air valve A coupled to the air rail A.

Also, associated with each intake valve is an ammonia

injector, so that controlled amounts of ammonia may be provided to the intake of the engine. In that regard, while separate ammonia injectors are shown for each cylinder, other arrangements for the ammonia injectors may readily be

incorporated .

Now referring to Figure 3, an exemplary operating cycle for the engine of Figure 2 may be seen. In this Figure, top dead piston positions are labeled T and bottom dead center piston positions are labeled B. As shown in this Figure, at or near a top dead center position Tl, the intake valve I is opened (IiO) and somewhere during the intake stroke between Tl and Bl, NH3 is injected into the intake for the respective cylinder (NH3O) , and later before bottom dead center position Bl, the NH3 injection ceases (NH3C) . Also at or near the bottom dead center position Bl the intake valve is closed (IiC), and during the compression stroke between Bl and T2 the air taken in between Tl and Bl is somewhat compressed and then the air valve for the respective cylinder is opened (AO) and then closed (AC) at or near the top dead center position T2 to maintain a pressure in the air rail A. Also, the intake valve is again opened (I2O) and another charge of air is taken in between T2 and B2, at or near which point the intake valve I is closed (IC) . Early in the compression stroke between B2 and T3, the air valve A is opened (AO) and then closed (AC) to receive in the combustion chamber of the engine the air taken in between Tl and Bl to add to that taken in between T2 and B2. Then starting at top dead center T3 the diesel injector F (Figure 2) is pulsed a number of times to initiate combustion and to control the temperature in the combustion chamber, to extend combustion over a larger crankshaft angle and to break up the boundary layer that otherwise would build up around continuously injected fuel. Finally at the end of the power stroke at B3 the exhaust valve is opened (EO) and then at the end of the exhaust stroke the exhaust valve is closed (EC) and the cycle repeats at Tl again.

Accordingly, in accordance with this embodiment of the present invention, a 6-stroke cycle is used, in essence, to provide nearly double compression, and thus much higher pressures and temperatures of compression than achievable in a common 4-stroke engines may be reached to result in self- ignition of the NH3 if desired. Again, of course, the amount of NH3 injected is controlled in accordance with the engine operating conditions for reduction of the NOx generated in the engine, the reduction occurring during at least part of the power stroke and in the exhaust system. Again, of course, as shown in Figure 2, if desired, an SCR element may be used if required. The cycle of Figure 3 is, of course, highly schematic and exemplary only, as one could also operate on an 8-stroke cycle, if desired.

Again, the reduction of NOx in the exhaust is

accomplished by controlling the amount of NH3 injected in the intake of each cylinder, with no injection of anything in the exhaust and no injection of urea anywhere.

Now referring to Figure 4, a still further embodiment of the present invention may be seen. This exemplary embodiment is a six cylinder engine with three cylinders dedicated to intake air compression and three cylinders dedicated to combustion or power cylinders. Starting from the left, the first, third and fifth cylinders are used for air compression and the second, fourth and sixth cylinders for combustion. The compression cylinders have two intake valves I coupled to the intake manifold and two air valves A coupled to the air rail. Also in these cylinders is a hydraulic pump H riding on top of the piston and used to pump hydraulic fluid, typically engine oil, for use as an actuating fluid for hydraulic valve actuators and to power the intensifiers in the fuel injectors F. The combustion cylinders also have two intake valves I, but only one air valve A, coupled to the air rail, with an exhaust valve E coupled to the exhaust, in this embodiment through an optional catalyst defining the passage through the air rail to the exhaust manifold. Also, between the intake manifold and one intake valve I is a compressed natural gas ( CNG ) injector, and on the other intake valve I is the NH3 injector.

In operation, the compression cylinders act in a

2-stroke cycle, whereas the combustion cylinders act in a 4-stroke cycle. Accordingly, the operation of the engine is somewhat similar to that of Figure 3, though the compression between Tl and T2 is actually done twice in a compression cylinder for each combustion cycle. During the intake stroke of the combustion cylinders of Figure 4 (between T2 and B2 of Figure 3), NH3 is injected into the intake, then, like in Figure 3 (between B2 and T3), air valves A are opened to receive pressurized air from the air rail, then closed so that the total charge in the combustion cylinders will be, in essence, three times that of a normal engine. Then, like in Figure 3, at or near top dead center, fuel, typically diesel fuel or biodiesel fuel, is injected using a plurality of injection pulses, with the power stroke following and then a conventional exhaust stroke through the exhaust manifold. In the embodiment shown, the coupling through the air rail to the exhaust valve is using the NOx catalyst, as previously mentioned, though the NOx catalyst may instead or also be used in the exhaust manifold itself, or in some cases, may not be needed at all. As an option, compressed natural gas ( CNG ) may also be injected into the intake, like the NH3 and used as an additional fuel. For light engine loads, the diesel injection may only be used for initiation of combustion, with the power coming from the combustion of the CNG , and whatever NH3 is consumed.

Again, as in the earlier embodiments, the NH3 remaining after combustion reduces most of the NOx generated without any injection of anything in the exhaust manifold and without any use of urea. Thus the engine is ammonia fuel fumigated and has the ability to include the injection of compressed natural gas fuel. Ignition is caused by a small pilot diesel injection to initiate combustion, followed by further pulses of fuel as required for the power setting. The presence of residual ammonia eliminates the need for urea injection, with the NOx catalyst being an optional after treatment, if needed.

The engines illustrated and the operating cycles thereof are merely exemplary and highly schematic only. Thus the present invention has a number of aspects, which aspects may be practiced alone or in various combinations or subcombinations, as desired. Also while certain preferred embodiments of the present invention have been disclosed and described herein for purposes of exemplary illustration and not for purposes of limitation, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention.