Fuel intake port injection mechanism, injection method, and internal combustion engine

Abstract

The present application provides a fuel intake port injection mechanism, an injection method and an internal combustion engine. The fuel intake port injection mechanism comprises a cylinder head, the cylinder head provides a port, the port comprises at least a first intake port and a second intake port which are communicated, the length of the second intake port is greater than that of the first intake port; a fuel injector is installed on the cylinder head, the injection direction of the fuel injector is towards the port; wherein the injection direction of the fuel injector is variable, the fuel intake port injection mechanism has a first state or a second state, in the first state, the injection direction of the fuel injector is towards the first intake port, in the second state, the injection direction of the fuel injector is towards the second intake port.

Description

Technical Field

[0001] This invention relates to the field of combustion, and more specifically to a fuel intake manifold injection mechanism, injection method, and internal combustion engine. Background Technology

[0002] In recent years, green fuels such as methanol and ammonia have gradually been applied to internal combustion engines, such as diesel engines, to achieve dual-fuel operation. As a technology with a short development cycle and low cost, dual-fuel engines based on diesel and green fuels generally employ port injection to apply these green fuels to the existing diesel engine. However, this approach, which uses port injection of green fuels into a diesel engine, is limited by abnormal combustion issues such as knocking and misfires. This results in a smaller engine operating range and makes it difficult to increase the green fuel substitution rate. Furthermore, because the physicochemical properties of green fuels differ significantly from those of diesel, the reliability of related components needs further improvement. Summary of the Invention

[0003] In view of the problems existing in the background technology, the purpose of this application is to provide a fuel intake manifold injection mechanism, injection method and internal combustion engine. Based on the original diesel engine structure with a connected intake manifold, it adopts intake manifold injection of green fuel and adjusts the injection position of green fuel in the long and short intake manifolds under different conditions. This can not only adjust the position of green fuel entering the cylinder according to the operating conditions to optimize the air-fuel mixture distribution in the internal combustion engine cylinder, reduce abnormal combustion, increase the engine operating area, improve the green fuel substitution rate, and further reduce unconventional emissions and carbon emissions, but also improve the reliability of internal combustion engine operation.

[0004] In a first aspect, this application provides a fuel intake manifold injection mechanism, including a cylinder head, the cylinder head providing an air passage, the air passage including at least a first air intake passage and a second air intake passage, the length of the second air intake passage being greater than that of the first air intake passage; a fuel injector mounted on the cylinder head, the injection direction of the fuel injector being toward the air passage; wherein, the injection direction of the fuel injector is variable, the fuel intake manifold injection mechanism having a first state or a second state, in the first state, the injection direction of the fuel injector being toward the first air intake passage, and in the second state, the injection direction of the fuel injector being toward the second air intake passage.

[0005] The above-described injection mechanism technical solution improves the green fuel substitution rate and reduces emissions by using green fuel injection into the intake manifold of the original diesel engine structure, and by adjusting the injection position of green fuel in the long and short intake manifolds under different conditions, while also ensuring good reliability.

[0006] In some embodiments, the injection mechanism further includes: an actuator; the fuel injector is mounted on the cylinder head via a rotary joint; the actuator is connected to the fuel injector to drive the fuel injector to rotate relative to the cylinder head, such that the fuel injector switches the injection direction between the first state and the second state.

[0007] In some embodiments, the cylinder head has a mounting hole through which the injection port of the injector passes, the body of the injector has a first arc segment, the radial inner wall of the ferrule has a second arc segment that matches the first arc segment, and the radial outer wall of the ferrule is fitted and connected to the inner wall of the mounting hole.

[0008] In some embodiments, the mounting hole has a stepped hole structure, the ferrule abuts against the step of the stepped hole structure at one axial end, and the ferrule abuts against the clamping flange at the other axial end.

[0009] In some embodiments, the actuator includes a first slider and a drive member, and the head of the fuel injector has a second slider. One of the first slider and the second slider provides a sliding body, and the other provides a sliding track. Under the drive of the drive member, the first slider slides relative to the cooperating second slider. The direction of the relative sliding driven by the drive member is a first direction, which forms an angle with the injection direction of the injector. The position change of the second slider in the first direction causes the fuel injector to rotate relative to the cylinder head through a rotating joint, so that the fuel injector switches the injection direction between the first state and the second state.

[0010] In some embodiments, the cylinder head is a diesel engine cylinder head.

[0011] Secondly, this application provides an internal combustion engine, including the injection mechanism described in the first aspect and at least one cylinder, wherein the injection mechanism is located at the top of the cylinder, and each cylinder corresponds to at least one set of the first intake port and the second intake port described above; air and fuel enter the cylinder through the injection mechanism.

[0012] Thirdly, this application provides a fuel intake manifold injection method, employing the injection mechanism described above. The injection method includes: when the internal combustion engine is in a first operating condition, the injection mechanism is in the first state, and the injection direction of the fuel injector is toward the first intake manifold; when the internal combustion engine is in a second operating condition, the injection mechanism is in the second state, and the injection direction of the fuel injector is toward the second intake manifold.

[0013] The internal combustion engine and fuel intake manifold injection method described in the above embodiments can reduce emissions and have good reliability because they adopt the intake manifold injection mechanism described in the first aspect. Attached Figure Description

[0014] The above-described and other features, properties, and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features. It should be noted that these drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of protection actually claimed by the present invention, wherein: Figure 1 This is a schematic diagram of the structure of a fuel intake manifold injection mechanism according to one embodiment; Figure 2 This is a schematic flowchart of a fuel intake manifold injection method according to one embodiment.

[0015] Figure label: 100 - Fuel intake manifold injection mechanism; 1-Cylinder head, 10-Intake port, 11-First intake port, 12-Second intake port, 13-Intake port, 14-Mounting boss, 15-Mounting hole, 151-Step, 16-Seal; 2-Fuel injector, 20-Rotating joint, 21-Injection port, 22-Body, 221-First arc segment, 24-Head, 241-Second sliding member, 25-Axis; 3-Actuator, 31-First sliding member, 32-Driver; 4-Card sleeve, 42-Second arc segment; 5-Pressure flange; 200 - Control Unit. Detailed Implementation

[0016] Reference will now be made in detail to various embodiments of the invention, examples of which are shown in the accompanying drawings and described below. Although the invention will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit the invention to those exemplary embodiments. Rather, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of the invention as defined by the appended claims.

[0017] Furthermore, this application uses specific terms to describe its embodiments. For example, "some embodiments" refers to a particular feature, structure, or characteristic associated with at least one embodiment of this application. Therefore, it should be emphasized and noted that "some embodiments" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics of some embodiments of this application can be appropriately combined.

[0018] This application uses flowcharts to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Other operations may be added to these processes, or one or more operations may be removed from these processes.

[0019] Although the fuel intake manifold injection mechanism, injection method, and internal combustion engine disclosed in this application are based on diesel engines, with diesel as the direct-injected fuel and methanol as the green fuel, in order to increase the substitution rate of methanol fuel for diesel, it is understood that they can also be applied to other similar internal combustion engines that use green fuels.

[0020] Among existing technologies for diesel-green fuel dual-fuel engines, this approach, which boasts a shorter development cycle and lower cost, typically employs port injection to apply the aforementioned green fuel to the original diesel engine. However, this method is limited by abnormal combustion issues such as knocking and misfires, resulting in a smaller engine operating area and hindering the improvement of green fuel substitution rates. The inventors discovered that abnormal combustion is related to engine operating conditions and the distribution of the green fuel mixture within the cylinder. For large-bore diesel engines with weak intake swirl, the location of the green fuel entry point largely determines the mixture distribution within the cylinder. Therefore, the location of the green fuel entry point can be adjusted according to operating conditions to optimize the mixture distribution within the engine cylinder, reduce abnormal combustion, increase the engine operating area, and improve the green fuel substitution rate.

[0021] Furthermore, due to the significant differences in the physicochemical properties of green fuels compared to diesel, the reliability of related components needs further improvement. For example, when methanol is used as a green fuel, the inventors discovered that due to its high volatility, high latent heat of vaporization, and difficulty in evaporation at lower temperatures, it is difficult to evaporate. At lower loads, when the air temperature and wall temperature in the intake manifold are low, if methanol adheres to the intake manifold, it is difficult to evaporate. Under the influence of airflow, liquid methanol can enter the cylinder and adhere to the cylinder liner, damaging the cylinder liner lubricating oil film and causing cylinder liner wear.

[0022] Based on the above findings, the inventors proposed a fuel intake manifold injection mechanism, injection method, and internal combustion engine. Building upon the existing diesel engine intake manifold structure, this mechanism employs green fuel injection into the intake manifold. Furthermore, by adjusting the position of the green fuel injection in the long and short intake manifolds under different operating conditions, it not only optimizes the air-fuel mixture distribution within the internal combustion engine cylinder by adjusting the position of the green fuel entering the cylinder according to operating conditions, reducing abnormal combustion, increasing the engine operating area, and improving the green fuel substitution rate, thus achieving further reductions in unconventional emissions and carbon emissions, but also improves the reliability of the internal combustion engine operation.

[0023] like Figure 1As shown, in some embodiments, the fuel intake manifold injection mechanism 100 includes a cylinder head 1 and a fuel injector 2.

[0024] The cylinder head 1 provides an intake manifold structure similar to that of existing diesel engine cylinder heads. That is, the cylinder head 1 can be a diesel engine cylinder head, providing an intake manifold 10, such as a connecting intake manifold. This connecting intake manifold includes at least a first intake manifold 11 and a second intake manifold 12, with the second intake manifold 12 being longer than the first intake manifold 11. Therefore, the first intake manifold 11 can also be referred to as a short intake manifold, while the second intake manifold 12 is referred to as a long intake manifold. The specific structure can be as follows: Figure 1 As shown, the cylinder head 1 provides an air intake 13, which extends and branches to form two air outlets, forming a first air intake passage 11 and a second air intake passage 12. It can be understood that the number of air intake passages of the cylinder head 1 shown in the figure is not limited to two. A cylinder can also correspond to more air intake passages in addition to the first air intake passage 11 and the second air intake passage 12, without any limitation.

[0025] Fuel injector 2 is mounted on cylinder head 1, and its injection direction is towards intake port 10. The injection direction of fuel injector 2 is taken here as an example along its axis 25, but this is not a limitation. It can be understood that the fuel injected by fuel injector 2 can generally be considered as a cone-shaped spray distributed around the injection direction as its centerline. Fuel injector 2 injects green fuel, such as methanol and / or ammonia, but this is not a limitation.

[0026] Continue to refer to Figure 1 As shown, the injection direction of the fuel injector 2 is variable, so that the fuel intake manifold injection mechanism 100 has a first state or a second state.

[0027] In the first state, the fuel injector 2 sprays towards the first air intake 11, meaning it is set to spray towards the wall of the first air intake 11, not towards the second air intake 12. In the second state, the fuel injector 2 sprays towards the second air intake 12, as... Figure 1The position indicated by the dashed line axis 25 indicates that the fuel injector 2 is set to spray towards the wall of the second air intake duct 12, rather than towards the first air intake duct 11. It can be understood that the injection mechanism 100 described above has a first state where the fuel injector 2 sprays towards the wall of the first air intake duct 11, rather than towards the second air intake duct 12. The second state, where the fuel injector 2 is set to spray towards the wall of the second air intake duct 12, rather than towards the first air intake duct 11, is used to illustrate two more extreme states. In practice, the fuel intake duct injection mechanism 100 can also have an intermediate state, where, in a certain orientation, part of the fuel enters the long air duct (second air intake duct 12) and another part enters the short air duct (first air intake duct 11). The ratio of fuel injected into the long and short air ducts can be adjusted to meet the needs of different operating conditions. In the extreme case, where one or the other part is zero, this corresponds to the first and second states described above.

[0028] Continue to refer to Figure 1 As shown, in some embodiments, the specific structure for switching the state of the fuel injector 2 may include an actuator 3 further comprising the fuel intake manifold injection mechanism 100; the fuel injector 2 is mounted on the cylinder head 1 via a rotating joint 20; the actuator 3 is connected to the fuel injector 2 to drive the fuel injector 2 to rotate relative to the cylinder head 1, thereby switching the injection direction between the first state and the second state, such as... Figure 1 The positions shown by the solid line axis 25 and the dashed line axis 25.

[0029] Continue to refer to Figure 1 As shown, in some embodiments, the structure in which the fuel injector 2 is mounted to the cylinder head 1 via a rotating joint 20 may include a mounting boss 14 on the upper part of the air intake 13 of the cylinder head 1, the mounting boss 14 providing a mounting hole 15, the injection port 21 of the injector 2 passing through the mounting hole 15, the body 22 of the injector 2 having a first arc segment 221, the radial inner wall of the ferrule 4 having a second arc segment 42 matching the first arc segment 221, and the radial outer wall of the ferrule 4 being mounted and connected to the inner wall of the mounting hole 15. Further reference... Figure 1 As shown, the radial outer wall of the ferrule 4 is connected to the inner wall of the mounting hole 15, and the radial inner wall of the ferrule 4 has a connection with the second arc segment 42 that matches the first arc segment 221. The connection structure is provided with a sealing element 16, such as an O-ring, to ensure the sealing of the injection mechanism.

[0030] The specific structure of body 22 can be as follows: Figure 1As shown, the body 22 of the injector 2 has a partially spherical structure, providing the first arc segment 221. It can be understood that the first arc segment 221 is a convex arc that projects radially outward from the body 22 to provide sufficient rotation space so that the fuel injector 2 can rotate to switch the first state and the second state of the injection mechanism.

[0031] Preferably, continue to refer to Figure 1 As shown, the mounting hole 15 has a stepped hole structure. The ferrule 4 abuts against the step 151 of the stepped hole structure at one axial end, and abuts against the clamping flange 5 at the other axial end. This allows the ferrule 4 to be stably installed and fixed inside the mounting hole 15, thereby stabilizing the installation position of the fuel injector 2 and enabling precise switching and adjustment between the first and second states.

[0032] Continue to refer to Figure 1 In some embodiments, the specific structure of the actuator 3 may include a first sliding member 31 and a driving member 32, and the head 24 of the fuel injector 2 has a second sliding member 241. One of the first sliding member 31 and the second sliding member 241 provides a sliding body, and the other provides a sliding track. Under the drive of the driving member 32, the first sliding member 31 slides relative to the cooperating second sliding member 241. The direction of the relative sliding driven by the driving member 32 is a first direction, which has an angle with the injection direction of the injector 2. The position change of the second sliding member 241 in the first direction causes the fuel injector 2 to rotate relative to the cylinder head 1 through the rotating joint 20, so that the fuel injector 2 switches the injection direction between the first state and the second state.

[0033] For example Figure 1 As shown, the fuel injector 2 has a fuel inlet at its head 24 (also referred to as the top), and a groove is provided on the side of the head 24, within which a slider is disposed. That is, the groove of the head 24 is the second slider 241. The actuator 3 is located on the upper part of the cylinder head 1, and the slider of the actuator is the first slider 31. The driving member 32 is a push rod, which is connected to the slider. Figure 1 It can be seen that by changing the extension length of the push rod, the axis 25 of the fuel injector 2 rotates (rotating between the axis 25 of the dashed line and the axis 25 of the solid line), so that the fuel injector 2 switches the injection direction between the first state and the second state.

[0034] The fuel intake manifold injection mechanism 100 described in the above embodiments, based on the original diesel engine intake manifold structure, adopts intake manifold injection for green fuel and adjusts the injection position of green fuel in the long and short intake manifolds under different conditions. Its beneficial effects include, but are not limited to: First, since the technical route of using an intake manifold structure similar to that of the original diesel engine for green fuel intake manifold injection does not require modification of the intake structure itself, it has the advantages of a shorter development cycle and lower cost. Furthermore, on this basis, the reliability of components can be improved, especially the cylinder liner wear can be reduced. The principle is that at lower loads, when the air temperature and wall temperature inside the intake manifold are low, methanol adhering to the manifold is difficult to evaporate. Under the action of airflow, liquid methanol will enter the cylinder and adhere to the cylinder liner, damaging the cylinder liner lubricating oil film and causing cylinder liner wear. Therefore, at lower loads, methanol is injected into the shorter first intake manifold 11 to avoid methanol adhering to the manifold wall. At higher loads, the intake manifold wall temperature is higher, and methanol is injected into the longer second intake manifold 12. Methanol adhering to the intake manifold wall can actually promote methanol evaporation, thereby reducing liquid methanol entering the cylinder and reducing cylinder liner wear. In addition, the position of methanol fuel entering the cylinder can be adjusted according to the operating conditions to optimize the air-fuel mixture distribution in the internal combustion engine cylinder, reduce abnormal combustion, increase the engine operating area, improve the green fuel substitution rate, and further reduce unconventional emissions and carbon emissions.

[0035] Another aspect of the present invention provides an internal combustion engine, please refer to... Figure 1 As shown, the internal combustion engine can be a dual-fuel internal combustion engine using diesel and clean fuels as described above. The internal combustion engine includes the injection mechanism 100 described in the above embodiments and at least one cylinder. The injection mechanism 100 is located at the top of the cylinder, and each cylinder corresponds to at least one set of first intake ports 11 and second intake ports 12; air and fuel enter the cylinder through the injection mechanism 100. It can be understood that an internal combustion engine can typically have multiple cylinders. Figure 1 This example only uses the injection mechanism 100 corresponding to a single cylinder. Continuing from the above, clean fuels, such as methanol fuel, can be injected through the injection mechanism 100 into the first intake manifold 11 or the second intake manifold 12, thereby entering the cylinder.

[0036] The specific switching of the injection mechanism 100 from the first state to the second state can be as follows: (Refer to...) Figure 1As shown, when the internal combustion engine requires methanol fuel to enter the engine cylinder through the long intake passage (second intake passage 12) under certain operating conditions, the engine control unit 200 issues a command to the actuator to control the drive component 32, for example, to extend the push rod, thereby causing the corresponding slider to move upward and drive the fuel injector to rotate counterclockwise, with the fuel injection port facing the second intake passage 12, thus injecting fuel into the second intake passage 12. When the internal combustion engine requires fuel to enter the engine cylinder through the short intake passage (first intake passage 11) under certain operating conditions, the engine control unit 200 issues a command to the actuator to control the push rod to shorten, causing the slider to move downward and drive the fuel injector to rotate clockwise, with the fuel injection port facing the first intake passage 11, thus injecting fuel into the first intake passage 11. In addition, by adjusting the extension length of the push rod in this way, it is also possible to ensure that when the fuel injector 2 is in a certain orientation, part of the fuel enters the long intake passage (second intake passage 12) and the other part of the fuel enters the short intake passage (first intake passage 11), thus meeting the needs of various engine operating conditions.

[0037] The control unit 200 includes a memory and a processor connected to the memory. When the processor executes a computer program stored in the memory, it implements the injection mechanism state switching steps described in any of the above embodiments, as detailed in the above description, which will not be repeated here. For example, the injection quantity, injection pressure, and injection pulse width of diesel and methanol will be controlled in a closed loop by the control unit based on signal data from speed sensors, knock sensors, etc., to determine whether the internal combustion engine is in a first or second operating condition, thereby correspondingly instructing the injection mechanism to be in the first or second state.

[0038] It should be noted that the aforementioned memory and processor are not limited to a specific memory or processor. In some cases, the memory and processor can have a distributed structure. For example, it can include a memory and processor located at the internal combustion engine end and a background cloud end, respectively, with the internal combustion engine end and the background cloud end jointly implementing the above-mentioned combustion organization method. Furthermore, in embodiments employing a distributed structure, the specific execution terminal for each step can be adjusted according to actual conditions, and the specific implementation scheme of each step on a particular terminal should not limit the scope of protection of this invention.

[0039] As mentioned above, for reference Figure 2 This application also provides a fuel intake manifold injection method, employing the injection mechanism 100 described in the above embodiments, the injection method comprising: When the internal combustion engine is in the first operating condition, the injection mechanism 100 is in the first state, and the injection direction of the fuel injector 2 is towards the first air intake 11; When the internal combustion engine is in the second operating condition, the injection mechanism 100 is in the second state, and the injection direction of the fuel injector 2 is towards the second intake duct 12.

[0040] In summary, the beneficial effects of the fuel intake manifold injection mechanism, injection method, and internal combustion engine described in the above embodiments include, but are not limited to, the use of green fuel injection into the intake manifold based on the original diesel engine structure intake manifold, and the adjustment of the position of green fuel injection in the long and short intake manifolds under different conditions. This not only allows for the adjustment of the position of green fuel entering the cylinder according to operating conditions to optimize the air-fuel mixture distribution in the internal combustion engine cylinder, reduce abnormal combustion, increase the engine operating area, and improve the green fuel substitution rate, thereby achieving further reduction of unconventional emissions and carbon emissions, but also improves the reliability of internal combustion engine operation.

[0041] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention, without departing from the scope of the invention, fall within the protection scope defined by the claims of the present invention.

Claims

1. A fuel intake manifold injection mechanism (100), characterized in that, include: Cylinder head (1), the cylinder head (1) provides an air passage (10), the air passage includes at least a first air intake passage (11) and a second air intake passage (12), the length of the second air intake passage (12) being greater than that of the first air intake passage (11); A fuel injector (2) is mounted on the cylinder head (1), and the injection direction of the fuel injector (2) is toward the air passage (10). The fuel injector (2) has a variable injection direction, and the fuel intake injection mechanism (100) has a first state or a second state. In the first state, the fuel injector (2) injects towards the first intake (11), and in the second state, the fuel injector (2) injects towards the second intake (12). The first state corresponds to a low load state, in which the fuel injector (2) injects methanol into the first intake (11); the second state corresponds to a high load state, in which the fuel injector (2) injects methanol into the second intake (12). The fuel injector (2) is mounted on the cylinder head (1) via a rotating joint (20), and a single fuel injector (2) can be directed toward the first intake manifold (11) or the second intake manifold (12).

2. The injection mechanism (100) as described in claim 1, characterized in that, Also includes: Executive agency (3); The actuator (3) is connected to the fuel injector (2) to drive the fuel injector (2) to rotate relative to the cylinder head (1), so that the fuel injector (2) switches the injection direction between the first state and the second state.

3. The injection mechanism (100) as described in claim 2, characterized in that, The cylinder head (1) has a mounting hole (15), the injection port (21) of the injector (2) passes through the mounting hole (15), the body (22) of the injector (2) has a first arc segment (221), the radial inner wall of the sleeve (4) has a second arc segment (42) that matches the first arc segment (221), and the radial outer wall of the sleeve (4) is installed and connected to the inner wall of the mounting hole (15).

4. The injection mechanism (100) as described in claim 3, characterized in that, The mounting hole (15) has a stepped hole structure, and the ferrule (4) abuts against the step (151) of the stepped hole structure at one end in the axial direction, and the ferrule (4) abuts against the clamping flange (5) at the other end in the axial direction.

5. The injection mechanism (100) as described in claim 2, characterized in that, The actuator (3) includes a first sliding member (31) and a driving member (32). The head (24) of the fuel injector (2) has a second sliding member (241). One of the first sliding member (31) and the second sliding member (241) provides a sliding body, and the other provides a sliding track. Under the drive of the driving member (32), the first sliding member (31) slides relative to the cooperating second sliding member (241). The direction of the relative sliding driven by the driving member (32) is a first direction. The first direction has an angle with the injection direction of the injector (2). The position change of the second sliding member (241) in the first direction causes the fuel injector (2) to rotate relative to the cylinder head (1) through the rotating joint (20), so that the fuel injector (2) switches the injection direction between the first state and the second state.

6. The injection mechanism (100) as described in claim 5, characterized in that, The cylinder head (1) is a diesel engine cylinder head.

7. An internal combustion engine, characterized in that, Includes an injection mechanism (100) as described in any one of claims 1-6 and at least one cylinder, the injection mechanism (100) being located on top of the cylinder, each cylinder corresponding to at least one set of the first intake passage (11) and the second intake passage (12); air and fuel enter the cylinder through the injection mechanism (100).

8. A fuel intake manifold injection method, characterized in that, The spraying method, employing the spraying mechanism (100) as described in any one of claims 1-6, comprises: When the internal combustion engine is in the first operating condition, the injection mechanism (100) is in the first state, and the injection direction of the fuel injector (2) is toward the first air intake (11). When the internal combustion engine is in the second operating condition, the injection mechanism (100) is in the second state, and the injection direction of the fuel injector (2) is toward the second air intake (12).

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