Gas Engine Injection Switching for Throttling Loss Reduction
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Solution Overview
Problem
Internal combustion engines face challenges in efficiently operating with different alternative fuels due to variations in knocking resistance and mixture formation, leading to inefficiencies and potential damage, particularly in part-load ranges where throttling losses are significant and mixture formation is sensitive.
Innovation Solution
A method that dynamically switches between intake pipe injection and direct injection based on engine load conditions, using intake pipe injection for low and medium loads to optimize fuel consumption and mixture homogeneity, and direct injection for high loads to maximize power, allowing for the selection of the most advantageous injection method at each operating point.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If throttling is used to control load in the intake line, then the air mass and charge quantity can be regulated, but throttling losses and pressure reduction increase significantly in the part-load range
Solution Approach 1:
The patent changes the parameter of injection timing and location by switching between intake pipe injection (for low/medium loads) and direct injection (for high loads). This parameter change allows the system to operate without throttling in part-load conditions, thereby reducing throttling losses while maintaining load control capability through fuel quantity regulation.
Solution Approach 2:
The patent replaces the mechanical throttling system with a fuel injection-based load control system. Instead of using a throttle flap to reduce air mass, the system injects varying quantities of fuel directly or into the intake pipe, substituting the mechanical throttling mechanism with a more efficient fuel metering approach that eliminates or reduces throttling losses.
2Loss of energy
If direct injection is used to reduce throttling losses and improve efficiency, then fuel consumption decreases and dethrottling is achieved, but mixture formation time is significantly reduced and ignition reliability becomes more sensitive
Solution Approach 1:
The patent applies different injection strategies to different operating conditions: intake pipe injection for low/medium loads where mixture formation time is sufficient, and direct injection for high loads where dethrottling and efficiency are prioritized. This local differentiation of injection quality and timing ensures ignition reliability is maintained across the entire operating range while still achieving energy loss reduction.
Solution Approach 2:
The patent dynamically switches between intake pipe injection and direct injection based on engine load conditions. This dynamic adaptation allows the system to optimize between mixture formation reliability and throttling loss reduction at different operating points, ensuring that ignition reliability is maintained when using direct injection by only employing it under appropriate high-load conditions.
3Productivity
If a single injection system is used for all load conditions, then device complexity is reduced, but the ability to optimize performance across different operating points is limited
Solution Approach 1:
The patent implements a multi-functional injection system where the same fuel injection infrastructure serves multiple purposes: intake pipe injection for low/medium load operation and direct injection for high load operation. This universal system design allows a single injection apparatus to adapt its function based on operating conditions, optimizing performance across the entire load range without requiring entirely separate injection systems.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reduces throttling losses, improves fuel efficiency, and ensures reliable ignition by adapting injection methods to fuel properties, thereby enhancing engine performance and reducing knocking tendencies across various operating conditions.
Implementation Method 1
the utilization of the evaporation enthalpy of the fuel which evaporates directly in the combustion chamber—a cylinder-internal cooling effect is attained
Implementation Method 2
The working process of the Otto-cycle engine—in contrast to the diesel engine—is based on quantity regulation
Data Source
AI summary
A method for operating an internal combustion engine is provided. The method comprises, during low and medium load conditions, introducing fuel from a fuel tank by intake pipe injection into at least one intake air line coupled to at least one cylinder, and during high load conditions, introducing the fuel from the fuel tank by direct injection into the at least one cylinder. In this way, the method of fuel delivery may be optimized based on the load conditions.