Internal combustion engine

Abstract

Present invention provides an internal combustion engine (100), comprising a cylinder head (112) coupled to an intake manifold (102). A first fuel injector (104) is coupled to the intake manifold (102). The first fuel injector (104) is adapted to route a first fuel to the intake manifold (102). A second fuel injector (106) is coupled to the intake manifold (102). The second fuel injector (106) being adapted to route a second fuel to the intake manifold (102). The first fuel injector (104) is inclined at an angle (α) with respect to the second fuel injector (106) about a front-rear direction of the internal combustion engine (100). Such a construction prevents mixability of fuel when routed through the intake manifold (102).

Description

[0001] TITLE OF INVENTION

[0002] INTERNAL COMBUSTION ENGINE FIELD OF THE INVENTION

[0003]

[0001] Present invention relates to an internal combustion engine. More particularly, the present invention relates to location of a first fuel injector and a second fuel injector on an intake manifold of the internal combustion engine.

[0004] BACKGROUND OF THE INVENTION

[0005]

[0002] It is a known fact that, vehicles are provided with internal combustion engines (hereinafter referred to as ‘engines’) for generating motive force required for vehicle operation. In conventional vehicles, the internal combustion engines are designed with a layout to be able to consume and operate basis a single-type of fuel such as a gasoline fuel or a diesel fuel. To cater to such a design of the internal combustion engine, a fuel injector is typically located in an intake manifold as per the flowrate requirements of the fuel.

[0006]

[0003] In recent past, to cater to exhaust gas emission requirements in surroundings, alternate fuels such as, but not limited to, Compressed Natural Gas (CNG) fuel, blended fuel or bi-fuel are considered, instead of the conventional gasoline or diesel fuel. The alternate fuels are characterized by different thermal properties than that of the conventional gasoline or diesel fuels. As such, design alterations / modifications are necessary in the existing engines for use of the alternative fuels. This is particularly relevant for the internal combustion engines that employ gaseous fuel such as CNG, Liquified Natural Gas (hereinafter referred to as LPG), biogas, methane butane, coal gas, propane, producer gas, biogas, water gas and syngas as fuel. Accordingly, a need to convert the available engines to operate on alternate fuels is gaining prominence.

[0007]

[0004] One such design modification for engines operating on CNG fuel, is to provide an additional fuel injector as a hanging injector along with a gasoline injector, for supplying the CNG fuel. In such a modification, the engine is adapted to be operable through the CNG fuel as primary fuel, while the gasoline fuel issupplied to the engine only during a limp home mode. However, in these modifications, positioning of the CNG injector is of utmost importance for ensuring optimal engine operation and performance. A hanging injector is susceptible to misalignment owing to transmission of vehicle vibrations. Further, any accidental impact of the hose coupled to the hanging injector has to be carefully routed away from moving parts of the vehicle. Thus, if the CNG injector location is incorrect, the fuel distribution within the engine cylinders is uneven, resulting in an uneven power output, poor engine performance, and increased emissions. Also, uneven power output leads to undue stress on moving parts in the engine, which may lead to pre-mature failure of these moving parts. Additionally, incorrect placement of the CNG fuel injector can cause an imbalance in the engine’s performance, potentially leading to increased wear on certain components. Furthermore, if the fuel injectors are improperly positioned, the vehicle may have trouble starting, especially in colder conditions, as vaporization and mixing of the CNG with air is severely affected.

[0008]

[0005] Further, misalignment or improper placement of the fuel injectors (the CNG fuel injector and / or the gasoline fuel injector) can lead to abnormal engine vibrations and noise, affecting overall vehicle comfort and driving experience. If the fuel injectors are placed in a location that is hard to access, it can make maintenance and servicing more challenging, resulting in increased repair costs and downtime of the vehicle. Also, inappropriate placement of the CNG fuel injector could lead to safety issues, such as leaks or improper sealing, which might pose a risk of fire or explosion.

[0009]

[0006] Thus, there is a need for an internal combustion engine, which addresses the aforesaid problems.

[0010] SUMMARY OF THE INVENTION

[0011]

[0007] In one aspect, an internal combustion engine is provided. The internal combustion engine comprises a cylinder head coupled to an intake manifold. A first fuel injector is coupled to the intake manifold. The first fuel injector is adapted to route a first fuel to the intake manifold. A second fuel injector is coupled to theintake manifold. The second fuel injector is adapted to route a second fuel to the intake manifold. The first fuel injector is inclined at an angle (a) to the second fuel injector about a front-rear direction of the internal combustion engine.

[0012]

[0008] In an embodiment, the first fuel injector is provided with a first connector, and the second fuel injector being provided with a second connector. The first connector is inclined at the angle (a) with respect to the second connector about the front-rear direction of the internal combustion engine.

[0013]

[0009] In an embodiment, the intake manifold comprises a first portion and a second portion. The first portion is coupled to the first fuel injector for receiving the first fuel and the second portion is coupled to the second fuel injector for receiving the second fuel.

[0014]

[0010] In an embodiment, the first portion is provided in front of the second portion about the front-rear direction of the internal combustion engine. The first portion is coupled to one or more inlet ports of the cylinder head.

[0015]

[0011] In an embodiment, the first portion is provided in front of the second portion about a length of the intake manifold.

[0016]

[0012] In an embodiment, the first fuel injector is located in front of the second fuel injector about the front-rear direction of the internal combustion engine.

[0017]

[0013] In an embodiment, the first fuel injector is located adjacently to the second fuel injector about the front-rear direction of the internal combustion engine.

[0018]

[0014] In an embodiment, the first fuel injector is a gaseous state fuel injector and the second fuel injector is a liquid state fuel injector.

[0019]

[0015] In an embodiment, the first fuel injector and the second fuel injector are coupled to one or more control units. The one or more control units are adapted to selectively operate the first fuel injector and the second fuel injector for routing at least one of the first fuel and the second fuel into the intake manifold.

[0020]

[0016] In an embodiment, the one or more control units are communicably coupled to a throttle body. The one or more control units are configured to selectively operate the throttle body to control air inlet into the intake manifold.

[0021]

[0017] In an embodiment, the intake manifold is inclined relative to a central axis (X-X’) of the internal combustion engine.

[0018] In an embodiment, the angle (a) of inclination of the first fuel injector is 30 degrees to 100 degrees about an axis (A- A’) of the intake manifold.

[0022] BRIEF DESCRIPTION OF DRAWINGS

[0023]

[0019] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.

[0024] Figure 1 illustrates a left perspective view of an internal combustion engine, in accordance with an exemplary embodiment of the present invention.

[0025] Figure 2 illustrates a right perspective view of the internal combustion engine, in accordance with an exemplary embodiment of the present invention.

[0026] Figure 3 illustrates a right side view of the internal combustion engine, in accordance with an exemplary embodiment of the present invention.

[0027] Figure 4 illustrates an enlarged view of an intake port connected to a throttle body, a first fuel injector and a second fuel injector, in accordance with an exemplary embodiment of the present invention.

[0028] DETAILED DESCRIPTION OF THE INVENTION

[0029]

[0020] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.

[0030]

[0021] The present invention relates to an internal combustion engine comprising a cylinder head coupled to an intake manifold. A first fuel injector is coupled to the intake manifold and is adapted to route a first fuel into the intake manifold. Also, a second fuel injector is coupled to the intake manifold and is adapted to route a second fuel into the intake manifold. The first fuel injector is inclined at an angle with respect to the second fuel injector about a front-rear direction of the internal combustion engine. Such a construction ensures proper or optimal orientation of the fuel injector, particularly the fuel injector supplying CNG fuel, thereby minimizing or mitigating chances of uneven distribution of fuel in the internalcombustion engine. Additionally, the issues such as cold starting, engine vibration and leakage of fuel due to position and orientation of the fuel injectors are mitigated. Furthermore, the fuel injectors are located at an easy to access location in the internal combustion engine, and thus ensuring ease maintenance and serviceability. In addition, the internal combustion engine is operable on a blended fuel comprising the first fuel and second fuel; as well as the internal combustion engine operable independently with a first fuel or a second fuel. Moreover, the configuration of the injectors suits both configurations of the internal combustion engine operating in blended fuel, as well as, bi-fuel.

[0031]

[0022] Throughout the specification and drawings, the terms “left”, “right”, “front”, “rear”, “top” and “down’ refer to the directions of the internal combustion engine as seen from the perspective of a user or a rider when seated on a vehicle, unless stated otherwise. Also, the terms “outward” refers to direction that is away from the internal combustion engine, while the term “inward” refers to direction that is towards a central axis or inwardly of the internal combustion engine.

[0032]

[0023] Figure 1 illustrates a left perspective view of an internal combustion engine 100, in accordance with an exemplary embodiment of the present invention. The internal combustion engine 100 is mounted on a vehicle (not shown) such as a onewheeled vehicle or a multi-wheeled vehicle, or in any system / application as per requirement. In the present embodiment, the internal combustion engine 100 is mounted in a scooter-type vehicle. Also, the internal combustion engine 100 can be a horizontally mounted engine or a vertically mounted engine or an inclined engine as per requirements in the vehicle. In the present embodiment, the internal combustion engine 100 is the horizontally mounted engine oriented about a frontrear direction of the vehicle.

[0033]

[0024] Referring to Figure 2 in conjunction with Figure 1, the internal combustion engine 100 comprises a cylinder head 112 mounted above a cylinder block 114. The cylinder block 114 is mounted above a crankcase 116. The cylinder head 112, the cylinder block 114 and the crankcase 116 may be fastened to one another through a fastener (not shown). In an aspect, the cylinder head 112, the cylinder block 114 and the crankcase 116 may be a single casted part. The cylinder head 112 comprisesone or more inlet ports (not shown) provided with one or more inlet valves (not shown) and one or more exhaust ports (not shown) provided with one or more exhaust valves (not shown). The one or more inlet ports allow entry of fuel and / or air into a combustion chamber (not shown) of the cylinder block 114 through the one or more intake valves. A piston-connecting rod assembly (not shown) disposed in the cylinder block 114 is operated to compress the fuel and / or air. The compressed fuel and / or air is ignited through a spark from a spark plug 118 or through auto-ignition based on the fuel inlet into the combustion chamber. Upon ignition, the piston-connecting rod assembly is operated due to power generated through combustion of the fuel. In an aspect, the term “fuel” shall alternately refer to the first type of fuel and / or a second type of fuel. The fuel may be a liquid state fuel or a gaseous state fuel or a blend of one or more fuel types. A crankshaft (not shown) disposed in the crankcase 116 is operated by the piston-connecting rod assembly, thereby generating torque. The crankshaft is connected to one or more wheels (not shown) of the vehicle through a transmission assembly disposed in a transmission casing 124. The torque generated in the internal combustion engine 100 is transferred to the one or more wheels for vehicle movement. In an embodiment, the transmission assembly comprises a gear train and an endless transmission member, wherein the endless transmission member connects with the one or more wheels and the gear train. As such, the motive force from the crankshaft is transferred to the one or more wheels through the endless transmission member.

[0034]

[0025] In an embodiment, if the internal combustion engine 100 is of the horizontal mounted engine type oriented about the front-rear direction of the vehicle, the cylinder head 112 is mounted in front of the cylinder block 114, and the cylinder block 114 is mounted in front of the crankcase 116. Accordingly, the cylinder head 112 is positioned towards a front side (not shown) of the vehicle, while the crankcase 116 is positioned towards a rear side (not shown) of the vehicle.

[0035]

[0026] Referring to Figures 3 and 4 in conjunction with Figures 1 and 2, the internal combustion engine 100 comprises an intake manifold 102 coupled to the cylinder head 112. The intake manifold 102 may be coupled to the cylinder head 112 through techniques such as clamping, fastening etc. The intake manifold 102 is an elongatedtubular member having a first end 102c coupled to the one or more inlet ports of the cylinder head 112, and a second end 102d coupled to a throttle body 120. The throttle body 120 is further coupled to an air cleaner unit (not shown) for receiving ambient air.

[0036]

[0027] In an embodiment, the throttle body 120 can be a mechanical unit or an electromechanical unit that is adapted to allow metered quantity of air into the intake manifold 102 corresponding to operating requirements of the internal combustion engine 100. The operating requirements may pertain to stoichiometric ratio of the fuel and air that is required to be routed into the internal combustion engine 100. In an embodiment, the operating requirements pertain to quantity of air that is routed corresponding to the fuel that is inlet into the internal combustion engine 100. In the present embodiment, the throttle body 120 is the electromechanical unit, and hence comprises an air inlet solenoid unit 122. In the present embodiment, the air inlet solenoid unit 122 is provided above the throttle body 120 for ease of access due to horizontal orientation of the internal combustion engine 100. The air inlet solenoid unit 122 of the throttle body 120 is connected to one or more control units (not shown) provided to / in the internal combustion engine 100. The one or more control units are adapted to control actuation of the throttle body 120 through the air inlet solenoid unit 122, for allowing metered quantity of air into the intake manifold 102. The one or more control units are adapted to control actuation of the throttle body 120 corresponding to engine operating requirements. The engine operating requirements correspond to stoichiometric ratio of the fuel and air that is required to be routed for optimal performance of the internal combustion engine 100. In an embodiment, the engine operating requirements pertain to quantity of air that is routed through the throttle body 120 corresponding to the fuel that is inlet into the internal combustion engine 100. In an embodiment, the one or more control units are adapted to control actuation of a valve member (not shown) disposed in the throttle body 120, for allowing metered quantity of air into the intake manifold 102.

[0037]

[0028] The intake manifold 102 comprises a first portion 102a and a second portion 102b. The first portion 102a and the second portion 102b are portions or segmentsabout a length of the intake manifold 102 that are adjacent to one another (as shown in Figure 4). In an aspect, the first portion 102a and the second portion 102b are segments provided between the first end 102c and the second end 102d of the intake manifold 112. The first portion 102a is connected with a first fuel injector 104, while the second portion 102b is coupled or connected with a second fuel injector 106. As such, the first fuel injector 104 is positioned adjacently to the second fuel injector 106 on the intake manifold 102. The first fuel injector 104 is adapted to inject first type of fuel, while the second fuel injector 106 is adapted to inject second type of fuel into the intake manifold 102. The first fuel injector 104 and the second fuel injector 106 are connected onto their respective portions in the intake manifold 102, to ensure that only the corresponding fuel enters into the respective portions of the intake manifold 102. In other words, the first fuel injector 104 will only be supplying fuel into the first portion 102a, while the second injector 106 supplies fuel only into the second portion 102b. Consequently, mixing of the first fuel with the second fuel is avoided.

[0038]

[0029] In an embodiment, the first type of fuel and the second type of fuel can be liquid fuel or gaseous fuel as per engine operating requirements. In the present embodiment, the second fuel injector 106 is adapted to supply CNG fuel, while the first fuel injector 104 is adapted to supply gasoline or diesel fuel or blended fuel as per engine operating requirements. Therefore, in the present embodiment, the second fuel injector 106 is a gaseous state fuel injector or in other words, the fuel injector that supplies gaseous fuel, while the first fuel injector 104 is a liquid state fuel injector that supplies liquid fuel to the one or more inlet valves.

[0039]

[0030] In the illustrated embodiment, the first portion 102a is positioned in front of the second portion 102b along the front-rear direction of the vehicle. Accordingly, the first portion 102a connects with the one or more inlet ports of the cylinder head 112. The first fuel injector 104 being connected in the first portion 102a, is thus positioned in front of the second fuel injector 106. Such a positioning of the first fuel injector 104 and the second fuel injector 106 prevents mixing of fuel that is supplied to the one or more inlet valves. Thus, only one type of fuel enters the internal combustion engine 100 at a time, thereby ensuring optimal performance.In an embodiment, inclination and orientation of the first portion 102a and the second portion 102b is selected based on packaging requirements in the vehicle or based on orientation of the internal combustion engine 100 in the vehicle or based on disposition of an air cleaner unit (not shown) or an air induction unit in the vehicle.

[0040]

[0031] In an embodiment, the first fuel injector 104 and the second fuel injector 106 are also positioned in front of the throttle body 120 in a top-view and along the front-rear direction of the internal combustion engine 100. Such a construction ensures effective mixing of air supplied by the throttle body 120 with the CNG fuel, thereby ensuring optimum engine performance. It is imperative for a person skilled in the art that, the positioning of the throttle body 120, the first fuel injector 104 and the second fuel injector 106 are selected based on engine performance and packaging requirements.

[0041]

[0032] In an embodiment, the intake manifold 102 is oriented at an angle (P) with respect to a central axis X-X’ (as shown in Figures 1-3) of the internal combustion engine 100. The orientation of the intake manifold 102 i.e. angle (P) with respect to the central axis X-X’ is selected based on orientation of the internal combustion engine 100, position of the first fuel injector 104 and the second fuel injector 106 etc. The orientation of the intake manifold 102 i.e. angle (P) with respect to the central axis X-X’ is also selected basis requirement of minimizing length of hoses (i.e. the first portion 102a and the second portion 102a), and packaging constraints in vicinity of the internal combustion engine 100. In the present embodiment, as the internal combustion engine 100 is the horizontally mounted engine, the angle (P) is selected such that the first end 102c is positioned downwardly than the second end 102d. That is, the intake manifold 102 is forwardly inclined by the angle (P) for the horizontally mounting engine. Such a construction ensures that the first fuel and / or second fuel flows seamlessly from the intake manifold 102 to the one or more inlet ports through gravity itself, thereby minimizing the need for a fuel pump. Moreover, the forward inclination also prevents contact of the second fuel with the potential zone of the lingering first fuel molecules, which may lead to undesired fuel blending. In an embodiment, the angle (P) is between 2 degrees to about 60 degrees.

[0033] In an embodiment, the first fuel injector 104 is an electromechanical-type injector comprising a first connector 108. The first connector 108 is connected to a body portion (not shown) of the first fuel injector 104. The first connector 108 is coupled to the one or more control units. Accordingly, the one or more control units are adapted to control actuation of the first fuel injector 104, through the first connector 108, for injecting a first fuel into the one or more inlet valves corresponding to the fuel requirements in the internal combustion engine 100.

[0042]

[0034] In an embodiment, the second fuel injector 106 is also an electromechanicaltype injector comprising a second connector 110. The second connector 110 is connected to a body portion (not shown) of the second fuel injector 106. The second connector 110 is coupled to the one or more control units provided to / in the internal combustion engine 100. Accordingly, the one or more control units are adapted to control actuation of the second fuel injector 106, through the second connector 110, for injecting fuel into the one or more inlet valves corresponding to the fuel requirements in the internal combustion engine 100.

[0043]

[0035] In an embodiment, the second connector 110 is oriented in the same direction as that of the first connector 108. That is, the first connector 108 and the second connector 110 are positioned on top-side of the intake manifold 102. Alternatively, the position of the first connector 108 and the second connector 110 is considered basis packaging or engine mounting requirements in the internal combustion engine 100.

[0044]

[0036] In an embodiment, the one or more control units are configured to selectively operate the first fuel injector 104 and the second fuel injector 106 for routing at least one of the first fuel and the second fuel into the intake manifold 102, based on engine operating requirements. In an embodiment, the first fuel injector 104 and the second fuel injector 106 comprise a valve (not shown). The valve is selectively operable by the one or more control units through the first connector 108 and the second connector 110 respectively.

[0045]

[0037] In the present embodiment, as the first fuel is gasoline and the second fuel is CNG, the one or more control units are configured to supply CNG as the primary fuel, while the gasoline fuel is supplied during a limp home mode or a highperformance mode. Accordingly, the one or more control units operate the second fuel injector 106 for supplying CNG fuel into the one or more inlet valves and operate the first fuel injector 104 to supply gasoline during the limp home mode or the high performance mode only. In an embodiment, the limp home mode may correspond to a mode when CNG fuel level in a fuel tank is empty or below a critical limit. In an embodiment, high performance mode corresponds to a mode where a higher power output is necessitated from the internal combustion engine 100. In an embodiment, the one or more control units are also configured to operate the first fuel injector 104 and the second fuel injector 106 such that, a mixture of the first fuel and the second fuel enters the one or more inlet valves.

[0046]

[0038] In an embodiment, the one or more control units are configured to supply gasoline during a normal mode of operation of the internal combustion engine 100, and supply CNG only during the limp home mode.

[0047]

[0039] In an embodiment, the first fuel injector 104 is oriented at an angle (a) (as shown in Figure 1) with respect to the second fuel injector 106. In an embodiment, orientation of the first fuel injector 104 and the second fuel injector 106 is considered based on orientation (B-B’) of the first connector 108 with respect to orientation (C-C’) of the second connector 110 respectively. As such, the first connector 108 is also oriented at the angle (a) with the second connector 110 (as shown in Figure 1). In an embodiment, the first fuel injector 104 is perpendicular to the second fuel injector 106 i.e. the angle (a) is 90 degrees. In an embodiment, the first fuel injector 104 and the second fuel injector 106 are parallel to each other and normal to a surface of the intake manifold 102. Accordingly, the first connector 108 is perpendicular to the second connector 110. Such orientation of the first fuel injector 104 with respect to the second fuel injector 106 prevents contact of the liquid fuel with the potential zone of the lingering CNG fuel molecules. In an embodiment, the angle (a) between the first fuel injector 104 and the second fuel injector 106 can be between 30 degrees to 100 degrees, and may is selected basis fuel flow requirements, type of fuel considered and engine performance requirements.

[0040] Advantageously, the aspect of providing the first fuel injector and the second fuel injector being connected onto their respective portions in the intake manifold, ensure that only the corresponding fuel enters into the respective portions of the intake manifold. Also, the first fuel injector being oriented at an angle with the second fuel injector prevents contact of the first fuel with the potential zone of the lingering second fuel molecules. Moreover, orientation also assists during packaging and is easily accessible, rendering easy maintainability and serviceability of the internal combustion engine. Consequently, an even fuel distribution is maintained in the internal combustion engine, thereby ensuring optimum engine performance, even power output and efficiency.

[0048]

[0041] Further, exhaust gas emissions are minimised, thereby catering to environmental pollution requirements as well. Additionally, due to optimum fuel distribution, load on engine components is balanced, thereby ensuring longer engine life. Furthermore, optimum fuel distribution mitigates cold start or starting problems associated with the internal combustion engine, while also minimising engine vibration and noise. Furthermore, optimum orientation of the intake manifold mitigates mixing of fuel. Also, orientation of the first fuel injector with respect to the second fuel inject minimizes fuel leaks due to optimum load distribution about the intake manifold.

[0049] List of Reference Numerals and Characters

[0050] 100 - Internal combustion engine

[0051] 102 - Intake manifold

[0052] 102a - First portion of the intake manifold

[0053] 102b - Second portion of the intake manifold

[0054] 104 - First fuel injector

[0055] 106 - Second fuel injector

[0056] 108 - First connector

[0057] 110 - Second connector112 - Cylinder head

[0058] 114 - Cylinder block

[0059] 116 - Crankcase

[0060] 118 - Spark plug

[0061] 120 - Throttle body

[0062] 122 - Air inlet solenoid unit

[0063] 124 - Transmission casing

[0064] X-X’ - Central axis of the internal combustion engine A- A’ - Axis of intake manifold

Claims

WE CLAIM1. An internal combustion engine (100), comprising:a cylinder head (112) coupled to an intake manifold (102);a first fuel injector (104) coupled to the intake manifold (102), the first fuel injector (104) being adapted to route a first fuel to the intake manifold (102); anda second fuel injector (106) coupled to the intake manifold (102), the second fuel injector (106) being adapted to route a second fuel to the intake manifold (102),wherein the first fuel injector (104) being inclined at an angle (a) with respect to the second fuel injector (106) about a front-rear direction of the internal combustion engine (100).

2. The internal combustion engine (100) as claimed in claim 1, wherein the first fuel injector (104) being provided with a first connector (108), and the second fuel injector (106) being provided with a second connector (110),the first connector (108) being inclined at the angle (a) with respect to the second connector (110) about the front-rear direction of the internal combustion engine (100).

3. The internal combustion engine (100) as claimed in claim 1, wherein the intake manifold (102) comprising a first portion (102a) and a second portion (102b), the first portion (102a) being coupled to the first fuel injector (104) for receiving the first fuel, andthe second portion (102b) being coupled to the second fuel injector (106) for receiving the second fuel.

4. The internal combustion engine (100) as claimed in claim 3, wherein the first portion (102b) being provided in front of the second portion (102a) about a front-rear direction of the internal combustion engine (100), the first portion (102a) being coupled to one or more inlet ports of the cylinder head (112).

5. The internal combustion engine (100) as claimed in claim 4, wherein the first portion (102b) is provided in front of the second portion (102a) about a length of the intake manifold (102).

6. The internal combustion engine (100) as claimed in claim 1, wherein the first fuel injector (104) being located in front of the second fuel injector (106) about the front-rear direction of the internal combustion engine (100).

7. The internal combustion engine (100) as claimed in claim 1, wherein the first fuel injector (104) being located adjacently to the second fuel injector (106) about the front-rear direction of the internal combustion engine (100).

8. The internal combustion engine (100) as claimed in claim 1, wherein the first fuel injector (104) being a gaseous state fuel injector and the second fuel injector (106) being a liquid state fuel injector.

9. The internal combustion engine (100) as claimed in claim 1, wherein the first fuel injector (104) and the second fuel injector (106) being coupled to one or more control units, the one or more control units being adapted to selectively operate the first fuel injector (104) and the second fuel injector (106) for routing at least one of the first fuel and the second fuel into the intake manifold (102).

10. The internal combustion engine (100) as claimed in claim 1, wherein the one or more control units being communicably coupled to a throttle body (120), the one or more control units being configured to selectively operate the throttle body (120) to control air inlet into the intake manifold (102).

11. The internal combustion engine (100) as claimed in claim 1, wherein the intake manifold (102) being inclined relative to a central axis (X-X’) of the internal combustion engine (100).

2. The internal combustion engine (100) as claimed in claim 1, wherein the angle (a) of inclination of the first fuel injector (104) being 30 degrees to 100 degrees about an axis (A- A’) of the intake manifold (102).

Images