Hydrogen Engine Dual-Phase Injection for Power Density
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Solution Overview
Problem
Existing gas engine operations, particularly hydrogen engines, face challenges with low power density due to hydrogen's low density and high volume occupancy in the combustion mixture, leading to inefficient energy conversion and increased emissions, along with high intake pressure requirements and complex injector designs that increase development effort and costs.
Innovation Solution
A method involving direct injection of hydrogen into the combustion chamber during two distinct phases within the engine's working cycle, where the first phase begins after the top charge changing dead center and ends before the bottom dead center, and the second phase starts after the bottom dead center, optimizing mixture formation and reducing displacement effects, with the injector pressure ratio ensuring efficient fuel metering and minimizing backflow.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If hydrogen is used as gaseous fuel in gas engine, then low pollutant emissions are achieved, but power density is reduced due to hydrogen's low density and high volume occupancy
Solution Approach 1:
The fuel injection process is segmented into two distinct phases: a first injection phase and a second injection phase, separated by a temporary interruption. This segmentation allows optimized control of hydrogen injection timing and quantity, improving mixture formation quality and power density while maintaining low emissions.
Solution Approach 2:
The first injection phase performs preliminary fuel injection before the interruption, preparing the combustion chamber with initial hydrogen supply. This preliminary action enables better mixture preparation and allows the second phase to complete the injection process under optimized conditions.
2Power
If high intake pressure is used to compensate for hydrogen's low density, then power density is improved, but injector design complexity and development costs increase
Solution Approach 1:
The injection process uses dynamic timing control with two distinct phases separated by an interruption, allowing adaptive optimization of injection parameters. This dynamic approach achieves effective power density without requiring excessively high intake pressures, thereby reducing injector design complexity.
Solution Approach 2:
The injection process employs periodic action with two injection phases separated by a temporary interruption. This periodic injection pattern optimizes mixture formation and power delivery while operating at moderate pressure levels, avoiding the need for complex high-pressure injector designs.
3Power
If continuous injection is used to ensure sufficient fuel supply, then power output is maintained, but mixture formation quality and displacement effects are worsened
Solution Approach 1:
The continuous injection is segmented into two phases with an interruption between them. This segmentation improves mixture formation quality by allowing temporary mixing and distribution of the first injected hydrogen before the second injection phase completes the fuel supply, thereby maintaining power output while reducing displacement effects.
Solution Approach 2:
The first injection phase performs preliminary fuel supply, allowing initial mixture formation before the interruption. This preliminary action creates a foundation for better overall mixture quality, as the second phase can then complete injection with improved distribution characteristics.
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 power density, reduces emissions, and simplifies injector design, enabling more efficient and cost-effective hydrogen engine operation by optimizing fuel injection timing and pressure ratios, while maintaining low pollutant emissions.
Implementation Method 1
The gaseous fuel, in particular the hydrogen, is at least combusted together with air in the combustion chamber
Data Source
AI summary
The invention relates to a method for operating a gas engine having at least one combustion chamber, in particular for a motor vehicle, wherein a gaseous fuel is injected directly into the combustion chamber in order to operate the gas engine, the gaseous fuel being injected directly into the combustion chamber within a working cycle of the gas engine during at least two phases spaced apart from each other in time, the at least two phases beginning and ending before the first ignition occurring within the working cycle.