Hydrogen Engine Control System for Pre-Ignition Prevention
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Solution Overview
Problem
Hydrogen fuelled internal combustion engines face challenges with pre-ignition and reduced vehicle range due to the need for high fuel rail pressure for late hydrogen injection, which increases cost and bulk, especially as the fuel tank pressure decreases.
Innovation Solution
A control system that adjusts the fuel injection window and pressure based on the hydrogen storage system pressure, switching to an earlier injection mode when pressure falls below a threshold to maintain vehicle range while exploiting late injection benefits when possible.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If late hydrogen injection is used to prevent pre-ignition and improve thermal efficiency, then thermodynamic efficiency is improved, but vehicle range is reduced due to fuel tank pressure depletion
Solution Approach 1:
The system dynamically adjusts the fuel injection timing based on real-time fuel tank pressure measurements. When pressure is high, late injection is used for optimal efficiency; when pressure drops below a threshold, the injection timing is advanced to ensure adequate fuel delivery and maintain vehicle range throughout the fuel tank's depletion cycle
Solution Approach 2:
The control system changes the injection timing parameter based on fuel tank pressure conditions. By monitoring pressure and switching between early and late injection modes, the system adapts the injection timing parameter to maintain both efficiency and range under different operating conditions
2Productivity
If high fuel rail pressure is maintained for late injection, then pre-ignition is prevented and thermal efficiency is improved, but vehicle cost and bulk increase due to compressor requirement
Solution Approach 1:
The system uses the natural pressure of the hydrogen fuel tank to perform the injection function without requiring an external compressor. By timing the injection to occur when cylinder pressure is still relatively low and using the tank's inherent pressure, the system achieves late injection benefits without adding complex pressurization equipment
Solution Approach 2:
The invention extracts and removes the compressor component from the system. By relying on the fuel tank's stored pressure and strategic timing of injection events, the system eliminates the need for the compressor that would otherwise be required to maintain high fuel rail pressure
3Productivity
If late hydrogen injection is used to create stratified mixture, then combustion efficiency is improved, but injection pressure requirement increases reducing vehicle range
Solution Approach 1:
The system dynamically adjusts injection timing based on fuel tank pressure. When pressure is sufficient, late injection creates stratified mixtures for high combustion efficiency. When pressure drops, the system transitions to earlier injection that is less dependent on high pressure, thereby maintaining vehicle range throughout the fuel depletion cycle
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 enhances thermodynamic efficiency by preventing pre-ignition and extending vehicle range without the need for a compressor, by dynamically adjusting the injection timing and pressure in response to fuel tank pressure changes.
Implementation Method 1
the fuel pressure in the fuel rail must be maintained significantly higher than the in-cylinder pressure during the injection
Implementation Method 2
Because hydrogen burns quickly, it can be exploited to burn air-fuel mixtures leaner than stoichiometric conditions
Data Source
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AI summary
Aspects of the present invention relate to a control system and method for a hydrogen fuelled internal combustion engine (100) of a vehicle. The control system (120) is configured to receive an indication of a pressure of hydrogen in a hydrogen storage system (210). In dependence on the pressure being above a threshold pressure value, the control system (120) operates the internal combustion engine (100) in a first mode by controlling a fuel injector (115) to inject hydrogen gas from the storage system into a cylinder (104) of the internal combustion engine within a first fuel injection window (330). In dependence on the pressure being below the threshold pressure value, the control system operates the internal combustion engine in a second mode by controlling the fuel injector to inject the hydrogen gas into the cylinder within a second fuel injection window (340). The first fuel injection window (330) extends later into the compression stroke than the second fuel injection window (340).